CORVALLIS TRANSPORTATION SYSTEM PLAN DRAFT

Transcription

1 CORVALLIS TRANSPORTATION SYSTEM PLAN DRAFT SEPTEMBER 2018

2 CORVALLIS Transportation System Plan Draft Acknowledgements ACKNOWLEDGEMENTS STEERING COMMITTEE Steve Rogers (Chair), Retired City Public Works Director Jim Boeder, Planning Commission Representative Barbara Bull, City Council Liaison (non-voting) Theresa Conley, OCWCOG Metropolitan Planning Stephan Friedt, Transit Advisory Board, ACT, Linn-Benton Loop Mac Gillespie, Benton County Public Health Sal Hernandez, Freight Representative Meghan Karas, Bicycle and Pedestrian Advisory Board Mark O Brien, Corvallis Chamber of Commerce Dr. Afia Zubair Raja Juliana Recio, Access Benton County Jay Thatcher, South Corvallis Neighborhood Association Chuck Thierheimer, Community Member At Large Meredith Williams, OSU Transportation Services Kevin Young, Community Member At Large Jeff Barricks, Safeway Store Manager Hal Brauner, City Council Liaison Nick Fowler, Economic Development Advisory Board Roger Lizut, Corvallis Planning Commission Tatiana Dierwechter, Benton County Public Health Jasmin Woodside, Corvallis Planning Commission TECHNICAL ADVISORY COMMITTEE Jen Akeroyd, Corvallis Public Health Douglas Baily, Corvallis Fire Department Lisa Bennett, Oregon Cascades West Council of Governments Ali Bonakdar, Corvallis Area Metropolitan Planning Organization (CAMPO) Dave Busby, Corvallis Fire Department Laurel Byer, Benton County Terry Cole, Oregon Department of Transportation (ODOT) James Feldman, Oregon Department of Transportation (ODOT) Greg Gescher, City of Corvallis Valerie Grigg Devis, Oregon Department of Transportation (ODOT) Rebecca Houghtaling, Oregon State University (OSU) Aaron Manley, City of Corvallis Kim Patten, Corvallis School District Jackie Rochefort, City of Corvallis Lisa Scherf, City of Corvallis Lt. Cord Wood, Corvallis Police Department Jason, Yaich, City of Corvallis Kevin Young, City of Corvallis PROJECT TEAM Mary Steckel, Corvallis Public Works Director John Bosket, DKS Associates Aaron Berger, DKS Associates Scott Chapman, Nelson\Nygaard Adam Steele, Corvallis Public Works Terry Cole, Oregon Department of Transportation James Feldmann, Oregon Department of Transportation Valerie Grigg Devis, Oregon Department of Transportation Mat Dolata, DKS Associates Jasmine Teramae- Kaehuaea, DKS Associates Carl Springer, DKS Associates Melissa Abadie, DKS Associates Kevin Chewuk, DKS Associates Randy Johnson, DKS Associates Vanessa Choi Clark, DKS Associates Emily Guise, DKS Associates Drusilla van Hengel, Nelson\Nygaard Paul Leitman, Nelson\Nygaard Tom Brennan, Nelson\Nygaard Stephanie Wright, Nelson\Nygaard Stacy Thomas, JLA Public Involvement April Hasson, JLA Public Involvement Jessica Pickul, JLA Public Involvement Jessica Bull, JLA Public Involvement Darci Rudzinski, Angelo Planning Group Shayna Rehberg, Angelo Planning Group

3 CORVALLIS Transportation System Plan Draft Contents CONTENTS EXECUTIVE SUMMARY CONTEXT... 7 Purpose Regulatory Framework Expected Growth Funding Constraints VISION Goals & Objectives Evaluation Criteria PROCESS Project Roles & Decision-Making Public Outreach Technical Development NEEDS Activity Mode Choice Current System Characteristics Future Conditions Needs Under Existing & Future Conditions STRATEGIES Transportation System Management Transportation Demand Management Preparing for Smart Mobility Active Transportation Neighborhood Traffic Management Tools STANDARDS Street Functional Classification Facility Cross-Section Standards Access Management Standards Mobility Standards Local Street Connectivity IMPROVEMENTS Planned Transportation System Pedestrian and Bicycle Pedestrian Bicycle Multi-Modal Solutions Auto/Freight Refinement Studies Other Modes PRIORITIES High Priority Solutions & Strategies Financially Constrained Transportation System Funding Opportunities OUTCOMES System Performance On-Going System Monitoring...156

4 CORVALLIS Transportation System Plan Draft List of Figures LIST OF FIGURES Figure 1. High Priority Transportation Project Solutions... 3 Figure 2. High Priority Transportation Projects... 4 Figure 3. Corvallis TSP Study Area (Urban Growth Boundary) Growth Summary Figure 4. Projected Areas of Employment Growth to Figure 5. Projected Areas of Housing Growth to Figure 6. TSP Technical Development Process Figure 7. TSP Technical Development Process Figure 8. Activity Generators within Corvallis Figure 9. Corvallis TSP Study Area Daily Trip Mode Share Figure 10. Vehicle to Vehicle Communication Figure 11. Mobility Hubs Provide Multimodal Options Figure 12. Street Functional Classification Figure 13. Arterial Cross-section Figure 14. Collector Cross-section Figure 15. Neighborhood Collector Cross-section with On-Street Parking Figure 16. Neighborhood Collector Cross-section without On-Street Parking Figure 17. Local Street Cross-section Figure 18. Local Connector Cross-section Figure 19. Pedestrian/Bicycle Projects Figure 20. Pedestrian Projects Figure 21. Bicycle Projects Figure 22. Low Stress Network Figure 23. Multimodal & Auto/Freight Projects Figure 24. High Priority Projects Figure 25. Financially Constrained Projects

5 CORVALLIS Transportation System Plan Draft List of Tables LIST OF TABLES Table 1. Evaluation Criteria for Goal Table 2. Evaluation Criteria for Goal Table 3. Evaluation Criteria for Goal Table 4. Evaluation Criteria for Goal Table 5. Summary of Existing and Future (2040) Year Evaluation Criteria Table 6. Study Intersections That Do Not Meet Mobility Targets/Standards During Existing (2014) Weekday PM Peak Hour Conditions Table 7. Study Intersections That Do Not Meet Mobility Targets/Standards During Existing (2014) and 2040 Baseline Weekday PM Peak Design Hour Conditions Table 8. Application of Neighborhood Traffic Management Strategies Table 9. Street Functional Class Comparison Between City and Federal Table 10. Functional Classification for Proposed Roadways Table 11. Cross-Section Standards for Corvallis Roadways Table 12. Bicycle and Pedestrian Solutions Table 13. Pedestrian Solutions Table 14. Bicycle Solutions Table 15. Multimodal Solutions Table 16. Auto & Freight Solutions Table 17. High Priority City Led Solutions Table 18. High Priority County Led Solutions Table 19. High Priority ODOT Led Solutions Table 20. Financially Constrained Project List Table 21. Summary of System Performance Between Existing and Future Conditions

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7 CORVALLIS Transportation System Plan Draft Executive Summary 1 EXECUTIVE SUMMARY Corvallis has developed a successful multimodal transportation system that serves a vibrant downtown, a growing major state university and large employment centers. In addition, the City s transit system is well established and has high ridership and productivity levels.

8 CORVALLIS Transportation System Plan Draft Executive Summary 2 CORVALLIS BY THE NUMBERS 2/3 OF WORKERS LIVE OUTSIDE OF CORVALLIS 1/2OF WORKERS LIVING IN CORVALLIS COMMUTE 5+ MILES OUTSIDE THE CITY CORVALLIS TSP STUDY AREA DAILY TRIP MODE SHARE 40.2% DRIVE ALONE 0.7% SCHOOL BUS 2.0% TRANSIT BUS 10.6% BIKE MOTOR VEHICLE VOLUMES MOST COMMONLY PEAK BETWEEN 4:45PM - 5:45PM 27.8% WALK 18.7% DRIVE SHARED RIDE 74% OF PEDESTRIAN-INVOLVED CRASHES WERE CAUSED BY DRIVERS FAILING TO YIELD RIGHT-OF-WAY AT A CROSSWALK OR SIDEWALK 5 MOST COMMON DRIVER ERRORS: TOP 30% DID NOT YIELD RIGHT-OF-WAY 24% FOLLOWED TOO CLOSELY TH HIGHEST IN THE COUNTRY FOR WALKING COMMUTE MODE SHARE (FOR CITIES WITH 50,000+ RESIDENTS) 8% DISREGARDED TRAFFIC SIGNAL! 5% INATTENTION 5% MADE IMPROPER TURN 2 ND HIGHEST IN THE COUNTRY FOR BIKE COMMUTE (FOR CITIES WITH 50,000+ RESIDENTS) TOP 5

9 CORVALLIS Transportation System Plan Draft Executive Summary 3 By the year 2040, Corvallis is expected to have a population of 73,500 within the urban growth boundary, with nearly 29,000 households and more than 40,000 employees. OSU is expected to further grow its campus population, which is roughly 30,000 students and employees today. To accommodate this growth while maintaining the quality of life Corvallis enjoys today, the City will need to invest in their transportation system to continue to support the city s economy, ensure movement of people, enhance health and safety, provide alternatives to automobile travel, and responsibly use financial and environmental resources. This Transportation System Plan (TSP) provides an opportunity for Corvallis to build on its successes while focusing improvements to better achieve community values around safety, health, economic vitality, accessibility, mobility, and environmental and financial sustainability. These key values were applied in this TSP to help identify and prioritize transportation investments. This performance-based approach was integral to the study process, and it has led to a diverse set of multimodal transportation investments. The high priority transportation projects recommended by the project Steering Committee address existing safety and mobility needs within the community, and extend services to provide balanced access and connections for growth areas. The high priority project map is shown in Figure 2. Refer to Chapter 8 for a complete list and description of these projects. Figure 1 highlights the categories of project solutions, which include both new and upgraded facility projects, on-going system improvement programs and future refinement plans that were identified by the community. Figure 1. High Priority Transportation Project Solutions NUMBER OF PROJECTS OR PROGRAMS TOTAL ESTIMATED COST PEDESTRIAN AND BICYCLE 3 $1,186,600 PEDESTRIAN 15 $5,232,000 BICYCLE 14 $1,572,000 MULTI-MODAL SOLUTIONS 23 $24,622,000 AUTO/FREIGHT 15 $106,767,000 $139,379,600

10 Kings Blvd CORVALLIS Transportation System Plan Draft Executive Summary 4 Figure 2. High Priority Transportation Projects ÍÎ99W Lewisburg Ave Frazier Creek Dr Highland Dr Shasta Ave Elliot Cir Elliot Cir Crescent Valley Dr PB65 Lester Ave Highland Dr PB65 Elks Dr A32 Ponderosa Ave Walnut Blvd Witham Hill Dr P36 29th St B41 P33 P35 Walnut Blvd Garfield Ave Highland Dr B18 Satinwood St A47 A56 PB9 PB13 B38 PB29 B48 PB4 Circle Blvd Conifer Blvd B50 Conser St 20 PB14 PB75 PB19 9th St Oak Creek Dr P27 36th St B40 P55 PB84 PB76 P17 M29 B44 Buchanan Ave B42 PB66 Harrison Blvd PB34 A47 P3 PB4 A25a A25b M144 Reservoir Ave 53rd St A3 M143 West Hills Rd P47 Research Way P22 M3 PB2 A57 B46 P44 P1 35th St Western Blvd P34 PB78 PB4 PB4 M47 PB4 PB25 B35 B43 PB14 PB4 PB4 PB4 PB4 A4 A4 B39 B51 M104 PB63 PB80 PB81 PB4 PB86 « rd St Brooklane Dr PB31 A10 Alexander Ave B47 Crystal Lake Dr PB49 A48 Midvale Dr PB15 Kiger Island Dr Herbert Ave High Priority Projects Airport Ave Legend High Priority Projects Intersection Segment / Area Bicycle Projects Pedestrian Projects Pedestrian and Bicycle Projects ÍÎ 99W Auto / Freight Projects Downtown Study N Miles Urban Growth Boundary Corvallis City Limit Parks and/or Natural Areas

11 CORVALLIS Transportation System Plan Draft Executive Summary 5 There are 70 high priority projects and programs that will cost about $140 million to implement over the next 20 years. Based on historical revenue and investment levels, the Corvallis area is projected to have about $63.5 million in transportation funding to implement projects in the TSP. Project funding is anticipated to be provided by transportation SDC fees (about $22.8 million) and State and federal discretionary funds and grants (about $40.7 million). Due to the nature of these funds, much of that will not be eligible to be used on the high priority projects. The City has minimal discretionary funds available to advance these projects. Most of these high priority projects are aimed at enhancing or better connecting the walking and biking networks. A few key roadway and intersection improvements account for a significant share of funding required. Funding for the Van Buren Bridge replacement project has already been secured and is not included in this cost total in Figure 1. The substantial investment in enhancements to the walking and biking network that improve both quality and connectivity is a key strategy for reducing reliance on motorized travel, enhancing safe routes to schools, supporting healthy lifestyles, and achieving climate action goals. The development of a low-stress bicycle network is a major element of that strategy and includes a collection of off-street paths, protected bicycle lanes, and neighborhood bikeways designed to offer an experience where people on bicycles face minimal exposure to high-volume and high-speed streets. Many of these projects are included in the high priority projects list. In addition to these transportation projects and programs, the TSP covers the plan policies, system management strategies, and the standards for building and operating system elements. This TSP also presents recommendations on how to prepare for the emerging changes in transportation technologies, such as connected, autonomous, shared, and electric vehicles. Furthermore, the City recently adopted a Transit Development Plan (TDP) that includes a long-term transit vision with a phased approach to reaching that vision. It covers all aspects of service operations and includes recommendations for each route s alignment and schedule, as well as a capital plan, financial outlook, and list of policies and programs the City can use to support transit. The investment in better and more frequent bus services will be coordinated with strategic upgrades in the pedestrian and bicycle network that provide access to the transit system.

12 CORVALLIS Transportation System Plan Draft Chapter/Section Name 6

13 CORVALLIS Transportation System Plan Draft 1 Context 7 1 CONTEXT A Transportation System Plan (TSP) is a long-range plan that sets the vision for a community s transportation system for the next 20 years and beyond. This Plan was developed with community and stakeholder input and is based on the transportation system s needs, opportunities, and anticipated funding.

14 CORVALLIS Transportation System Plan Draft 1 Context 8 PURPOSE IMPORTANCE OF A TRANSPORTATION SYSTEM PLAN The TSP strives to align future multimodal transportation investments with the Corvallis community goals and values articulated during the plan update process. The TSP goals and objectives support and advance the community vision expressed in Imagine Corvallis The TSP is the City s primary tool for implementing transportation investments that address existing community needs and lays out the improvements required to reasonably serve expected local and regional growth. This Corvallis TSP establishes a new 2014 baseline condition and identifies transportation strategies and improvements that will be necessary to address existing system deficiencies and to support growth through the year A TSP is required by the State of Oregon Transportation Planning Rule (TPR). Oregon Administrative Rule defines the primary elements of a TSP. The TPR requires that a city TSP will include the following components: A COMPREHENSIVE UNDERSTANDING OF THE EXISTING MULTIMODAL TRANSPORTATION SYSTEM THAT SERVES THE CITY AND HOW WELL THAT SYSTEM PERFORMS ITS EXPECTED FUNCTION TODAY A REASONABLE BASIS FOR ESTIMATING HOW THE CITY AND THE SURROUNDING REGION MIGHT GROW IN ITS POPULATION AND EMPLOYMENT OVER THE NEXT 20 OR MORE YEARS AN EVALUATION OF HOW THE EXPECTED GROWTH COULD CHANGE SYSTEM PERFORMANCE A SET OF GOALS, POLICIES AND TRANSPORTATION SYSTEM IMPROVEMENTS THAT ADDRESS COMMUNITY MULTIMODAL TRANSPORTATION NEEDS AN UNDERSTANDING OF THE ON-GOING FUNDING REQUIRED TO BUILD AND MAINTAIN THE TRANSPORTATION SYSTEM AS THE CITY GROWS

15 CORVALLIS Transportation System Plan Draft 1 Context 9 HOW THE TSP WILL BE USED The Corvallis TSP is the guiding document for identifying the type, location and priority of transportation investments in the community. The focus of the TSP includes City streets, multi-use paths and transit services, however, it also identifies possible needs and suggested solutions on Benton County and ODOT transportation facilities that serve Corvallis. The TSP will be used in a variety of ways, including: IDENTIFYING PRIORITY TRANSPORTATION INVESTMENTS The core of the TSP development process is to imagine a transportation system that can serve planned growth in a way that is consistent with community policies and values. The primary work products of the TSP are a new multimodal project list and design standards that set the priority and type of improvements that the community desires. There are two types of improvements, upgrades to existing facilities and new facilities on vacant or undeveloped land. The Public Works Department will use this information to apply for State and federal grant funding and to prioritize their capital improvement list for City facilities. PROVIDING BACKGROUND INFORMATION TO ASSIST GRANT APPLICATIONS TO SUPPLEMENT CITY FUNDING PROVIDING GUIDELINES FOR REVIEWING PROPOSED LAND DEVELOPMENT APPLICATIONS SERVING AS THE BASIS FOR THE FACILITY STANDARDS APPLIED FOR NEW OR UPGRADED TRANSPORTATION SYSTEM IMPROVEMENTS DEMONSTRATING THAT THE CITY UNDERSTANDS THE RESOURCES REQUIRED TO BUILD AND MAINTAIN A TRANSPORTATION SYSTEM CAPABLE OF SUPPORTING EXPECTED GROWTH VISUALIZING THE LONG-TERM TRANSPORTATION SYSTEM EXPANSIONS AND IMPROVEMENTS ANTICIPATED AS GROWTH OCCURS

16 CORVALLIS Transportation System Plan Draft 1 Context 10 REGULATORY FRAMEWORK The Corvallis TSP must be consistent with other policy and planning documents governing the geographic area. HOW THE TSP FITS WITH LOCAL AND OTHER PLANS The Corvallis TSP is the primary long-range planning document for the City s transportation investments. The growth forecasts made for the plan horizon year, 2040, are based on the City s adopted Comprehensive Plan, which defines the extent and type of growth that could be permitted by the City during that planning period. The pace of local growth typically varies year to year, and if the overall population and employment growth falls below the 2040 forecast then the associated transportation system improvement needs may be deferred. The changes in transportation design standards require coordination and updates, as appropriate, to the City s Land Development Code and Engineering Design Standards to ensure future improvements are consistent with the TSP. This included revised widths of planting strips and bike lanes for typical street cross-sections, as well as new mobility standards to establish expectations for acceptable levels of congestion. In addition to the TSP, the City adopted a Transit Development Plan (TDP) in August 2018 to set strategies and guide investments in the transit system. The TDP was developed in parallel with the TSP update to consider how the transportation system can provide transit services that best meet community needs based on available funding through The key findings and recommendations from the TDP are contained within the TSP as part of the multimodal system improvements and strategies. The Corvallis TSP must be consistent with transportation elements of the Corvallis Area Metropolitan Planning Organization (CAMPO) Regional Transportation Plan, Benton County s Transportation System Plan, and relevant ODOT plans and policies including the Oregon Transportation Plan and its modal and topic plans. HOW THE TSP FITS WITHIN REGIONAL AND STATE PLANS The Corvallis TSP designations and policies must be consistent with regional and State planning documents for this area. The State highways and regional routes are typically maintained by either ODOT or Benton County. State facilities are not explicitly subject to the design standards or policies of the City; Benton County s policy is to apply City standards within the Urban Growth Boundary (UGB). It is important that the City s plan recognize regional routes and the role they plan in serving the community. The City s TSP recommendations for improvements or enhancements to these regional routes are not binding until or unless the responsible agency amends their plan accordingly. During the update to the Corvallis TSP, Philomath, Benton County, and the Corvallis Area Metropolitan Planning Organization (CAMPO) initiated updates of their transportation plans, providing the opportunity for active coordination between the planning efforts.

17 CORVALLIS Transportation System Plan Draft 1 Context 11 EXPECTED GROWTH PLANNING HORIZON The planning horizon for this TSP update is the year This represents an estimated level of community growth as much as a period of time. The TSP must address a specified level of growth expected to come at some point in the future, and it is difficult to predict whether that will occur before or after The TSP recognizes the uncertainty inherent to assumptions about land use development and community growth. The future growth scenario reflected in the TSP is one potential outcome for the planning horizon. 1 The future growth scenario is used to assess the needs of the transportation system and for evaluating the impacts of alternative facility improvement and management strategies. The future growth scenario is based on the adopted Corvallis Comprehensive Plan 2 and population growth identified for Benton County. Growth allocations were based on extrapolations of an earlier 2030 land use scenario. The growth scenario was developed with input and review by agency staff from the City of Corvallis, CAMPO, Benton County, and ODOT. 1 Sensitivity testing around alternative land use scenarios was performed as part of the TSP analysis. Initial land use assumptions were modified to reflect updated information from the Buildable Land Inventory (BLI) and intensified residential growth allocations along transit corridors. The sensitivity tests did not significantly affect TSP outcomes or transportation project recommendations. 2 The adopted plan reflects 2010 land use designations. As the Comprehensive Plan is updated to reflect new land use designations, alternative land use scenarios and different growth allocations may be considered.

18 CORVALLIS Transportation System Plan Draft 1 Context 12 HOUSEHOLD AND EMPLOYMENT GROWTH Complete land use data sets were developed for the 2010 base year and 2040 future year scenarios. Figure 3 summarizes the aggregated scenario inputs within the Corvallis TSP update study area 1 for 2010 and The 2040 scenario reflects significant employment growth (approximately 11,400 new jobs) in Corvallis, with approximately 5,300 new households. The totals shown in Figure 3 reflect aggregated growth assumptions for smaller geographic areas called Transportation Analysis Zones (TAZs). Each TAZ contains a portion of the households and employees within the entire study area. Figure 4 and 5 illustrate the growth in households and employees, respectively, for each TAZ within the Corvallis UGB to show how projected growth is assumed to be distributed. The estimated 2010 population within the Corvallis UGB of 57,400 is expected to reach about 73,500 by 2040, representing about 16,000 additional people over 30 years. In general, most of the housing growth lies outside of the downtown core, with the most intensive growth expected on the north and west edges of Corvallis, and along OR 99W in south Corvallis. Employment growth is more evenly distributed throughout the planning area, with some higher concentrations along OR 99W in south Corvallis and in northeast Corvallis. Projections show about double the employment growth compared to housing, suggesting that more workers will be commuting into Corvallis for these jobs. This imbalance of jobs to housing may increase demands for motor vehicle travel on regional routes, impacting congestion on State highways and vehicle parking demands within the city, unless there is more growth in available housing. Figure 3. Corvallis TSP Study Area (Urban Growth Boundary) Growth Summary HOUSEHOLDS ,494 28, % EMPLOYEES ,460 40, % Source: Corvallis Albany Lebanon Area Model (CALM) land use data (ODOT) and DKS Technical Memorandum #11a, Dec. 9, 2017 for Revised 2040 Land Use. 1 The TSP study area aligns approximately with the Corvallis Urban Growth Boundary (UGB). The land use data presented is an aggregation of Corvallis Albany Lebanon Model transportation analysis zones whose boundaries do not precisely match the UGB limits. Therefore, the land use totals presented should be considered approximations.

19 CORVALLIS Transportation System Plan Draft 1 Context 13 Figure 4. Projected Areas of Employment Growth to 2040 ÍÎ 99W Lewisburg Ave Frazier Creek Dr Highland Dr Shasta Ave Elliot Cir Elliot Cir Crescent Valley Dr Lester Ave Highland Dr Elks Dr Ponderosa Ave Walnut Blvd Witham Hill Dr Walnut Blvd Highland Dr Satinwood St Circle Blvd Conifer Blvd Conser St 20 29th St Kings Blvd Garfield Ave Grant Ave 9th St Oak Creek Dr 36th St Buchanan Ave Harrison Blvd 30th St Harrison Blvd Monroe Ave Reservoir Ave 53rd St Washington Way «34 West Hills Rd Western Blvd Research Way Country Club Dr 35th St 20 53rd St Brooklane Dr Alexander Ave Crystal Lake Dr Goodnight Ave Midvale Dr Kiger Island Dr Herbert Ave Employment Growth Areas to 2040 Legend Airport Ave Employment Growth from 2010 to Employees Employees Employees Employees ÍÎ 99W Employees Transportation Analysis Zone N Miles Urban Growth Boundary Corvallis City Limit Arterial or Collector Street

20 CORVALLIS Transportation System Plan Draft 1 Context 14 Figure 5. Projected Areas of Housing Growth to 2040 ÍÎ 99W Lewisburg Ave Frazier Creek Dr Highland Dr Shasta Ave Elliot Cir Elliot Cir Crescent Valley Dr Lester Ave Highland Dr Elks Dr Ponderosa Ave Walnut Blvd Witham Hill Dr Walnut Blvd Highland Dr Satinwood St Circle Blvd Conifer Blvd Conser St 20 29th St Kings Blvd Garfield Ave Grant Ave 9th St Oak Creek Dr 36th St Buchanan Ave Harrison Blvd 30th St Harrison Blvd Monroe Ave Reservoir Ave 53rd St Washington Way «34 West Hills Rd Western Blvd Research Way Country Club Dr 35th St 20 53rd St Brooklane Dr Alexander Ave Crystal Lake Dr Goodnight Ave Midvale Dr Kiger Island Dr Herbert Ave Housing Growth Areas to 2040 Legend Airport Ave Household Growth from 2010 to Households Households Households Households ÍÎ 99W Households Transportation Analysis Zone N Miles Urban Growth Boundary Corvallis City Limit Arterial or Collector Street

21 CORVALLIS Transportation System Plan Draft 1 Context 15 FUNDING CONSTRAINTS Based on historical revenue and investment levels, the Corvallis area is likely to have about $63.5 million in transportation funding available through 2040 to implement facility improvements and strategies. This total includes an estimated $40 million of federal and State discretionary funding 1 for Corvallis. These funds are often (but not always) applied to State highways or nearby infrastructure that supports the function of the State system. The total also includes an estimated $22.8 million of transportation System Development Charge (SDC) revenue. SDCs can only be spent on projects that increase the capacity of the transportation system. 2 Lastly, $0.7 million from the State Highway Fund is anticipated over the planning period; these funds are required to be spent on bicycle and pedestrian projects. Most of the annual revenue from Corvallis allocation of the State Highway Fund is used for system maintenance and not for facility improvements such as those in this TSP. 1 The Oregon Department of Transportation has provided funding forecasts for planning purposes only. The availability of funds are uncertain and no commitments have been made to fund future projects in Corvallis beyond the current Statewide Transportation Improvement Program ( ). 2 Other limitations exist for projects funded fully or partially by System Development Charges, and any improvements paid for with SDC funds would need to be compliant with the City of Corvallis SDC Ordinance and Oregon Revised Statute (ORS) For more information, see

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23 CORVALLIS Transportation System Plan Draft 1 Context 17 2 VISION The TSP supports and advances the Corvallis community goals and values that are outlined in the vision statements of the Imagine Corvallis 2040 Vision and the Comprehensive Plan. The City s multimodal transportation infrastructure, services, and strategies are designed to promote safe and comfortable travel to meet the needs of all people in the community.

24 CORVALLIS Transportation System Plan Draft 2 Vision 18 GOALS & OBJECTIVES The TSP identifies goals and objectives to guide development of a transportation system that reflects Corvallis vision and values. The goals are brief clear statements of the outcomes to achieve the vision. Each goal is supported by objectives that outline specific actions to be taken to accomplish the goals. The TSP goals and objectives were established with guidance from the City Council, TSP Steering and Technical Advisory Committees, and the general public. The goals and objectives guided the formation and evaluation of TSP projects proposed for inclusion in the TSP, and are the foundation for updated transportation policies in the Comprehensive Plan.

25 CORVALLIS Transportation System Plan Draft 2 Vision 19 GOAL 1 GOAL 2 PROVIDE AN EFFICIENT TRANSPORTATION SYSTEM THAT SUPPORTS ECONOMIC VITALITY BY FACILITATING THE LOCAL AND REGIONAL MOVEMENT OF PEOPLE AND GOODS. PROVIDE A TRANSPORTATION SYSTEM THAT ENHANCES THE HEALTH AND SAFETY OF RESIDENTS. Objectives: a. Reduce miles of travel and travel time through improved connectivity where barriers exist. b. Maintain acceptable roadway and intersection operations where feasible considering environmental, land use, and topographical factors. c. Improve north/south and east/west street connectivity. d. Work with OSU to develop cooperative parking strategies for University area neighborhoods. e. Identify transportation system and service improvements that support the City s long-term land use vision. f. Improve pedestrian amenities in business and employment districts. g. Provide access to local businesses and business districts by all modes of transportation. h. Provide efficient freight movement on regional travel routes. i. Increase the accessibility of major employment centers. j. Maintain and support the Corvallis airport as a municipal facility. Objectives: a. Support vibrant public spaces, and encourage a culture of walking, bicycling, and social interaction. b. Expand the sidewalk, on-street bikeway, and multi-use path network in the City. c. Improve safety at locations with known issues. d. Minimize conflict points along high volume and/or high speed corridors. e. Reduce traffic-related fatalities and serious injury collisions. f. Reduce the amount of collisions involving pedestrians and bicyclists. g. Improve personal security on public facilities and services (e.g., street lighting, surveillance/patrols around transit). h. Preserve the function and prioritize investments on routes and transportation facilities critical for emergency response and evacuation. i. Apply a comprehensive approach to improving transportation safety that involves the five E s (engineering, education, enforcement, emergency medical services, and evaluation). j. Work with the school district and educational institutions to identify and implement circulation and access patterns to and around schools that are safe for pedestrians and bicyclists, as well as people in cars and arriving by bus.

26 CORVALLIS Transportation System Plan Draft 2 Vision 20 GOAL 3 GOAL 4 PROVIDE A DIVERSIFIED AND ACCESSIBLE TRANSPORTATION SYSTEM THAT ENSURES MOBILITY FOR ALL MEMBERS OF THE COMMUNITY AND PROVIDES VIABLE ALTERNATIVES TO AUTOMOBILE TRAVEL. Objectives: a. Increase transit ridership by improving the quality of available transit service as measured by coverage, hours of service and frequency. b. Develop bicycle and pedestrian facilities that encourage non-vehicular travel and provide safe passage for pedestrians and bicyclists. c. Allow for alternative transportation facility designs in constrained areas to minimize impacts to natural resources. d. Encourage comprehensive on-site Transportation Options programs - including incentives and disincentives by major employers and educational institutions. e. Ensure Corvallis Land Development Code requires new development to support multimodal connectivity and accessibility. f. Work with neighboring jurisdictions to identify and provide opportunities to commute to and from Corvallis by means other than single-occupant vehicles. g. Make it easy for people of all ages and abilities to get where they need to go, comfortably and safely, by all modes of travel. h. Provide inexpensive transportation options in the City. PROVIDE A SUSTAINABLE TRANSPORTATION SYSTEM THROUGH RESPONSIBLE STEWARDSHIP OF FINANCIAL AND ENVIRONMENTAL RESOURCES. Objectives: a. Preserve and protect the function of locally and regionally significant transportation corridors. b. Establish priorities and define the incremental steps needed for investment of ODOT and Federal revenues to address safety and major capacity problems on the State transportation system. c. Develop transportation standards that preserve and protect the integrity of neighborhoods. d. Preserve and maintain the existing transportation system assets to extend their useful life. e. Pursue grants/programs or collaboration with other agencies to efficiently fund transportation improvements and supporting programs. f. Improve travel reliability and efficiency of existing major travel routes in the city before adding capacity. g. Increase the number of walking, bicycling, and transit trips in the city. h. Reduce the number of vehicle-miles traveled. i. Develop street standards to reflect the pedestrian realm of the neighborhood. j. Evaluate and implement, where costeffective, environmentally friendly materials and design approaches (water reduction, protect waterways, solar infrastructure, impervious materials). k. Support technology applications that improve travel mobility and safety with less financial and environmental impact than traditional infrastructure projects.

27 CORVALLIS Transportation System Plan Draft 2 Vision 21 EVALUATION CRITERIA Evaluation criteria are either qualitative or quantitative. Qualitative criteria can be assessed as getting better or worse or through a ranking (high, medium, low), but generally do not have numbers associated with them. In contrast, quantitative criteria are associated with changes that can be described numerically. For example, a qualitative criterion would say that a project will result in an increase, whereas a quantitative criterion would say that a project will result in an increase of X units. The transportation goals and objectives were reviewed to determine which of them were good candidates for system performance evaluation criteria. Those selected were initially used to benchmark the existing transportation system performance. They were used again to inform the selection and prioritization of alternative solutions and strategies, as a way to determine how likely the solution was to achieve the stated objectives. The City can use selected TSP performance measures drawn from the evaluation criteria to monitor TSP outcomes over time. The TSP evaluation criteria are representative of a given goal without attempting to respond to every objective individually, which is often not practical to do. The evaluation criteria do not necessarily lead to the right answer they are simply a tool to aid decision makers in their understanding of the relative value and expected consequences of various policy and investment choices and the degree to which the various choices are in alignment with community goals. The evaluation criteria applied for the development of this TSP are shown below in Tables 1 to 4.

28 CORVALLIS Transportation System Plan Draft 2 Vision 22 Table 1. Evaluation Criteria for Goal 1 GOAL AREA OBJECTIVES EVALUATION CRITERIA Reduce miles of travel and travel time through improved connectivity where barriers exist Provide an efficient transportation system Supports economic vitality by facilitating the local and regional movement of people and goods Maintain acceptable roadway and intersection operations where feasible considering environmental, land use, and topographical factors Improve north/south and east/west street connectivity Work with OSU to develop cooperative parking strategies for University area neighborhoods Identify transportation system and service improvements that support the City s long-term land use vision Improve pedestrian amenities in business and employment districts Provide access to local businesses and business districts by all modes of transportation Provide efficient freight movement on regional travel routes Vehicle-Miles Traveled (VMT) Intersection performance compared to applicable agency mobility standards/targets Peak hour travel time on freight routes Percent of population and employment (employment centers with greater than 100 employees) in close proximity to high quality pedestrian or bicycle facilities Percent of total jobs within 1/4- mile walking distance of transit stops served by at least 30 transit vehicles per day Percent of total households within 1/4-mile walking distance of transit stops served by at least 30 transit vehicles per day Increase the accessibility of major employment centers Maintain and support the Corvallis airport as a municipal facility

29 CORVALLIS Transportation System Plan Draft 2 Vision 23 Table 2. Evaluation Criteria for Goal 2 GOAL AREA OBJECTIVES EVALUATION CRITERIA Enhances health Support vibrant public spaces, and encourage a culture of walking, bicycling, and social interaction Expand the sidewalk, on-street bikeway, and multi-use path network in the City Improve safety at locations with known issues Minimize conflict points along high volume and/or high speed corridors Enhances safety Reduce traffic-related fatalities and serious injury collisions Reduce the amount of collisions involving pedestrians and bicyclists Improve personal security on public facilities and services (e.g., street lighting, surveillance/patrols around transit) Preserve the function and prioritize investments on routes and transportation facilities critical for emergency response and evacuation Miles of walking facilities on collectors and arterials by type Miles of biking facilities on collectors and arterials by type Number of projects or programs (high, medium, or low) that address recognized safety issues Number of projects and programs (high, medium, or low) that improve safety for vulnerable travelers (e.g., school children, elderly, disabled) Apply a comprehensive approach to improving transportation safety that involves the five E s (engineering, education, enforcement, emergency medical services, and evaluation) Work with the school district and educational institutions to identify and implement circulation and access patterns to and around schools that are safe for pedestrians and bicyclists, as well as people in cars and arriving by bus

30 CORVALLIS Transportation System Plan Draft 2 Vision 24 Table 3. Evaluation Criteria for Goal 3 GOAL AREA OBJECTIVES EVALUATION CRITERIA Increase transit ridership by improving the quality of available transit service as measured by coverage, hours of service and frequency Diversified transportation system (viable alternatives to auto) Develop bicycle and pedestrian facilities that encourage non-vehicular travel and provide safe passage for pedestrians and bicyclists Allow for alternative transportation facility designs in constrained areas to minimize impacts to natural resources Encourage comprehensive on-site Transportation Options programs including incentives and disincentives by major employers and educational institutions Ensure Corvallis Land Development Code requires new development to support multimodal connectivity and accessibility Work with neighboring jurisdictions to identify and provide opportunities to commute to and from Corvallis by means other than single-occupant vehicles Span and frequency of transit service by route classification Percent of major collectors and higher roadway mileage with transit service providing 30 or more transit vehicles per day Bicycle Level of Traffic Stress Pedestrian Level of Service on collector and arterial segments Pedestrian Level of Service on collector and arterial intersections Percent of total households within 1/4-mile walking distance of transit stops served by at least 30 transit vehicles per day Percent of total jobs within 1/4-mile walking distance of transit stops served by at least 30 transit vehicles per day Accessible transportation system (mobility for all) Make it easy for people of all ages and abilities to get where they need to go, comfortably and safely, by all modes of travel Provide inexpensive transportation options in the City

31 CORVALLIS Transportation System Plan Draft 2 Vision 25 Table 4. Evaluation Criteria for Goal 4 GOAL AREA OBJECTIVES EVALUATION CRITERIA Preserve and protect the function of locally and regionally significant transportation corridors Establish priorities and define the incremental steps needed for investment of ODOT and federal revenues to address safety and major capacity problems on the State transportation system Develop transportation standards that preserve and protect the integrity of neighborhoods Stewardship of financial resources Preserve and maintain the existing transportation system assets to extend their useful life Pursue grants/ programs or collaboration with other agencies to efficiently fund transportation improvements and supporting programs Improve travel reliability and/or efficiency of existing major travel routes in the City before adding capacity Increase the number of walking, bicycling, and transit trips in the City Reduce the number of vehicle-miles traveled Number of projects or programs (high, medium, or low) that focus on travel demand management or existing transportation system management Miles of walking facilities on collectors and arterials by type Miles of biking facilities on collectors and arterials by type Number of projects and programs that improve safety for vulnerable travelers (e.g., school children, elderly, disabled) Encourages increased travel by transit Vehicle-Miles Traveled (VMT) Develop street standards to reflect the pedestrian realm of the neighborhood Stewardship of environmental resources Evaluate and implement, where cost-effective, environmentally friendly materials and design approaches (water reduction, protect waterways, solar infrastructure, impervious materials) Support technology applications that improve travel mobility and safety with less financial and environmental impact than traditional infrastructure projects

32 CORVALLIS Transportation System Plan Draft Chapter/Section Name 26

33 CORVALLIS Transportation System Plan Draft 3 Process 27 3 PROCESS This section describes how the TSP was updated. The process involved robust public engagement, structured technical analysis, and a formal decision-making structure.

34 CORVALLIS Transportation System Plan Draft 3 Process 28 PROJECT ROLES & DECISION-MAKING The decision-making structure (Figure 6) established a framework for broad-based community support for the project. This approach ensured an open, inclusive process. Figure 6. TSP Technical Development Process PUBLIC INPUT PUBLIC INPUT IS CONSIDERED THROUGHOUT DECISION-MAKING AND INCLUDES TOPIC-SPECIFIC WORK GROUPS, COMMUNITY EVENTS, OPEN HOUSES, PUBLIC HEARINGS, WEBSITE, SURVEYS, AND SOCIAL MEDIA SUPPORT Project Team City of Corvallis, ODOT + Consultants ADVISORY Technical Advisory Committee + Steering Committee ADOPTS TSP City Council ROLE OF THE CITY COUNCIL One of the City Council s roles is to set the community s Comprehensive Plan, of which the TSP is a part. As such, the Council had the responsibility for final review and adoption. ROLE OF THE PROJECT MANAGEMENT TEAM The Project Management Team s (PMT) role was to analyze the existing and projected future transportation system performance, prepare a series of Technical Memoranda based on the analysis that recommended direction to the City for standards, policies, and projects to meet system needs, and to draw that work together into a final TSP document for the City Council s consideration and adoption. The PMT was comprised of staff from the City of Corvallis, ODOT, and the consultant project team. City staff provided project oversight to ensure the TSP update meets the requirements and objectives of the Corvallis community. ODOT staff ensured the update was developed effectively and is consistent with statewide plans, policies, and objectives. The project consultant team led the TSP strategy and development, and the public involvement program outreach and communications.

35 CORVALLIS Transportation System Plan Draft 3 Process 29 PUBLIC OUTREACH The project s public involvement plan was designed to share information and gather input on the transportation system needs and issues of the Corvallis community and the surrounding area. PURPOSE & GOALS The project s public involvement and communication goals were to: ROLE OF THE STEERING COMMITTEE The Steering Committee (SC) was appointed by the Mayor to provide a more direct community perspective to the TSP update project. The SC s role was to review the Technical Memoranda, discuss the PMT recommendations at a policy level, and provide guidance to the PMT and recommendations to the City Council. The SC meetings were open to the public and included a public comment period. ROLE OF THE TECHNICAL ADVISORY COMMITTEE The Technical Advisory Committee (TAC) was formed to review the Technical Memoranda analysis and findings and provide technical-level guidance to the PMT. TAC members were drawn from stakeholder agencies. Communicate complete, accurate, understandable and timely information to the public throughout the project. Actively seek public input throughout the project, engaging a broad, diverse audience. Provide meaningful public involvement opportunities and demonstrate how input has influenced the process. Seek participation of potentially affected and/or interested individuals, neighborhoods, businesses and organizations. Comply with Civil Rights Act of 1964 Title VI requirements. Title VI and its implementing regulations provide that no person shall be subjected to discrimination on the basis of race, color or national origin under any program or activity that receives federal financial assistance. Ensure that the public involvement process is consistent with applicable State and federal laws and requirements, and is sensitive to local policies, goals and objectives.

36 CORVALLIS Transportation System Plan Draft 3 Process 30 NOTIFICATION & OUTREACH TOOLS A wide range of outreach tools were employed to publicize the project and encourage public participation. A project website, included announcements, news entries, a calendar of meetings and events and a document library. A total of 7,046 unique users visited the site. A Project Fact Sheet that introduced the project background, need, schedule and public involvement opportunities was distributed in English and Spanish and was updated throughout the project. Two Project Newsletters were used to provide a project update, invite stakeholders to attend the open houses or participate online, and outline the steps for providing input. Twelve s were sent to the stakeholder database inviting participation at public events. Media releases to area news outlets were sent by City staff at key milestones. The Corvallis Gazette-Times covered the project nine times and the Corvallis Advocate covered the project one time. Advertisements were placed in local newspapers; four ads in the Corvallis Gazette-Times, one ad in the OSU Daily Barometer, and one ad in the Corvallis Advocate. Five videos were produced to provide an overview of the project. Social media accounts were set up for Twitter and Facebook. A social media campaign using a series of short videos (shorter versions of the full videos listed above) was used to promote the community-wide survey. Outreach to youth and schools included distribution of paper and electronic student surveys in English and Spanish to learn more about youth transportation habits and needs.

37 CORVALLIS Transportation System Plan Draft 3 Process 31 PUBLIC MEETING EVENTS AND INPUT OPPORTUNITIES Since the start of the project in 2015, the public outreach process included over 20 public events summarized in the following list. Community-wide survey in July Steering Committee Meetings Twelve meetings were held between January 2015 and October Open House Meetings Public open house meetings were held on November 29, 2016 and January 24, Corresponding online open houses were available for at least two weeks following each in-person open house. Approximately 300 people attended the in-person open houses, while over 1,200 people visited the online open houses. Topic-Specific Workgroups Two rounds of Topic-Specific Workgroups on Auto & Freight, Bicycle & Pedestrian, and Transit modes of travel were hosted. Information Booth Events Informational booths about the TSP were staffed at nine popular community events and transportation related workshops between July 15, 2015 and March 10, Planning Commission and City Council briefings Four Planning Commission and 28 City Council updates were conducted. City Advisory Boards briefings The Bicycle and Pedestrian, Airport, Downtown, and Parks, Natural Areas and Recreation Advisory Boards were briefed on multiple occasions during the project. OUTREACH TO UNDERREPRESENTED COMMUNITY MEMBERS One objective of the public involvement plan was to reach underrepresented community members. Project information provided in Spanish: The project documents were translated into Spanish and distributed to key community locations and posted on the website. Spanish language interpreters staffed both project open houses. Family Meal Nite: Project input was gathered at this free meal distribution program in a location accessible to the residents of South Corvallis. Benton County Public Health: Materials were made available to the Health Department staff to share with underserved populations, such as low-income and Spanish-speaking community members. Youth outreach: Paper and electronic student surveys were distributed to schools in English and Spanish. Closed-captions: Videos were produced using closed captioning. ADA-accessible locations: All SC meetings and open houses were ADA-accessible, with additional accommodations for persons with disabilities available upon request. All project information was also available in alternative formats upon request.

38 CORVALLIS Transportation System Plan Draft 3 Process 32 TECHNICAL DEVELOPMENT Technical analysis for the TSP Update was performed by the PMT. The analysis followed a process illustrated in Figure 7. Figure 7. TSP Technical Development Process UNDERSTAND EVALUATE RECOMMEND / ADOPT Discuss community values and transportation goals Develop performance and evaluation measures Evaluate existing conditions and future growth trends Coordinate with state and regional plans Develop draft solutions for all modes of travel Evaluate and refine draft solutions through community outreach Prepare Draft TSP and Transit Development Plan Hold Public Adoption Hearings (TSP) City Council adopts TSP Publish Final Plans ONLINE SURVEY TOPIC-SPECIFIC WORKSHOPS, OPEN HOUSE AND PUBLIC SURVEY TOPIC-SPECIFIC WORKSHOPS, OPEN HOUSE AND PUBLIC SURVEY PUBLIC HEARINGS 28 CITY COUNCIL BRIEFINGS ONGOING COMMUNITY BRIEFINGS & OUTREACH STEERING COMMITTEE MEETING UPDATED SEPTEMBER 2018

39 CORVALLIS Transportation System Plan Draft 3 Process 33 The work of the TSP update was documented through a series of Technical Memoranda that were reviewed and refined by the TAC and SC. They were also available for the public to review. The Technical Memoranda reflect the development of the technical elements of the TSP and provide additional details and analysis not included in the TSP Report (Volume 1) chapters. Instead, these documents, along with meeting summaries reflecting the public input received, are in the TSP Technical Appendix (Volume 2). The specific Technical Memoranda that support the TSP are listed below. Note that memoranda numbers missing from the list are primarily those written in support of the concurrent development of the Transit Development Plan. Technical Memorandum #1 Public and Stakeholder Involvement Strategy Technical Memorandum #2 Plan Review Summary Technical Memorandum #3 Regulatory Review Technical Memorandum #4/5 Initial TSP and TDP Goals, Objectives, and Performance Measures Development (Memoranda #4 and #5 were combined) Technical Memorandum #6 Transportation Data and Potential Evaluation Criteria Technical Memorandum #7 Existing Transportation Conditions and Baseline Performance Technical Memorandum #9 TSP Funding Assumptions Technical Memorandum #12 Future Transportation Conditions and Performance Technical Memorandum #14 Transportation Solutions Identification Process Technical Memorandum #15 Active Transportation Toolkit Technical Memorandum #16 Transportation Standards Technical Memorandum #17 Transportation Solutions Technical Memorandum #19 Transportation System Recommendations Technical Memorandum #22 Implementing Regulations and Policy Amendments Technical Memorandum #11 Future Traffic Forecast

40 CORVALLIS Transportation System Plan Draft Chapter/Section Name 34

41 CORVALLIS Transportation System Plan Draft 4 Needs 35 4 NEEDS This chapter identifies the needs for the Corvallis transportation system. The needs reflect where the transportation system can better accommodate the desired activities of the community. Needs were determined based on a comprehensive multimodal existing conditions analysis and projecting future conditions through the planning horizon based on assumed growth in households and employment.

42 CORVALLIS Transportation System Plan Draft 4 Needs 36 ACTIVITY Travel needs result from people s activity choices. This section describes how community land use and activity generators are reflected in the TSP. RELATIONSHIP BETWEEN LAND USE AND TRANSPORTATION Land use influence on the transportation system is a key factor in transportation system planning. The amount of land to be developed, the types of land uses, and their proximity to each other directly affect demands on the transportation system. As land uses change in proportion to each other (e.g., a significant increase in employment relative to household growth), there may be a shift in how the transportation system is utilized. For example, if there is an area with homogeneous land use character (e.g., exclusively employment or residential), that area is likely to produce more and longer vehicle trips. In contrast, a mix of residential, commercial, and employment land uses in close proximity may reduce the need for and/or length of vehicle trips. Retail land uses typically generate more p.m. peak hour trips per acre than households and other land uses; therefore, the location and design of retail land uses, in particular, can affect future transportation system operation. KEY ACTIVITY CENTERS FOR RESIDENTS AND DESTINATIONS FOR VISITORS Situated between the shoreline of the Willamette River and the forested hills of the Coast Range in Oregon s Central Willamette Valley, Corvallis has been recognized as one of the best college towns and one of the top places to live in the country. As a vibrant city of approximately 58,735 residents 1, with a population of nearly 25,000 college students 2, it is Oregon s tenth largest city. A key step in planning for an effective transportation system is gaining an understanding of the major destinations people travel to throughout a city. Demand for travel is created by places where people go to work, school, or to take care of other daily needs. These destinations are referred to as activity generators or trip attractors. Activity generators represent important starting and ending points for travel in Corvallis and provide a basis for assessing significant travel patterns. 1 Portland State University Population Research Center. Certified Population Estimate July

43 CORVALLIS Transportation System Plan Draft 4 Needs 37 WITHIN CORVALLIS Corvallis has numerous activity generators that attract residents, college students, and recreationalists alike (see Figure 8). The most common categories of activity generators include: Recreational/Entertainment (e.g., Downtown Corvallis for local art shows, live music, and farmers market, Reser Stadium, Osborn Aquatic Center, and Benton County Fairgrounds) OUTSIDE OF CORVALLIS Safe and efficient access to areas outside of the city is critical for many who either live or work outside of Corvallis. Much of the traffic in Corvallis, especially during the more congested weekday peak periods, is related to employment. Approximately 8,000 residents in Corvallis commute to work outside Corvallis, while almost 18,000 people commute into Corvallis from other areas. 1 Schools (e.g., Oregon State University, Linn-Benton Community College Benton Center, K-12 schools) Places of employment (e.g., Oregon State University, Hewlett-Packard campus, Good Samaritan Regional Medical Center) Shopping (e.g., Downtown Corvallis, grocery stores, shopping centers, restaurants) Cultural (e.g., The Arts Center, Majestic Theatre, Whiteside Theatre, LaSells Stewart Center) Community/Government (e.g., City Hall, Corvallis-Benton County Public Library, and Senior and Community Centers) Public Transportation (e.g., Downtown transit center, bus stops) 1 Source: US Census Bureau, Center for Economic Studies. Data include information from IRS records that is based on addresses provided by employers. Work location addresses may not be for actual location of employment, but for corporate or main offices. Therefore, someone who lives in Corvallis may be shown as commuting out of the city, even though they work for a national company within Corvallis city limits.

44 CORVALLIS Transportation System Plan Draft 4 Needs 38 Figure 8. Activity Generators within Corvallis ÍÎ99W Lewisburg Ave Frazier Creek Dr Highland Dr Shasta Ave Elliot Cir Elliot Cir Crescent Valley Dr % Crescent Valley High School % Chip Ross Natural Area Lester Ave Highland Dr Good Samaritan Hospital Elks Dr % Cheldelin Middle School Ponderosa Ave n% Hoover Elementary School % Walnut Blvd Timberhill Shopping Center Satinwood St n% Wilson Elementary School Conifer Blvd Conser St % 20 Walnut Blvd Witham Hill Dr Woodland Meadow Park % Jefferson Elementary School n% 29th St Kings Blvd Linus Pauling Middle School Garfield Ave n% Grant Ave % % Osborn Aquatic Center Garfield Elementary School 9th St % Circle Blvd Hewlett-Packard Bald Hill Natural Area % Oak Creek Dr Benton County Fairgrounds % Reservoir Ave 53rd St Harrison Blvd West Hills Rd 36th St College Hill High School % 30th St Western Blvd Chintimini Senior Center % Oregon State University % Reser Stadium % X% n% LaSells Stewart Center Franklin Elementary School % Harrison Blvd Monroe Ave % % X% % The Arts Center Corvallis High School Linn/Benton Community College Corvallis Benton County Public Library Downtown Transit Center «34 Avery Park 20 53rd St % Sunset Shopping Center Research Way Sunset Park % % Bruce Starker Arts Park 35th St n% Adams Elementary School Brooklane Dr % n% Tunison Community Center % Lincoln Elementary School Crystal Lake Dr Willamette Park % Goodnight Ave Midvale Dr Kiger Island Dr Herbert Ave Activity Generators Legend Major Activity Generators N Miles % Airport Ave Corvallis Municipal Airport ÍÎ 99W % % n % % % % % X% Airport Community Elementary School High School Hospital Library Major Employer Cultural OSU Building % % % % % % Urban Growth Boundary Corvallis City Limit Parks and/or Natural Areas Middle School Park Recreation and Entertainment Shopping Transit University/College Commercial Corridor Downtown Area

45 CORVALLIS Transportation System Plan Draft 4 Needs 39 MODE CHOICE Mode of travel is the method people choose to get around the community. Figure 9 summarizes the share of all daily trips for Corvallis for each of the modes based on the Corvallis Albany Lebanon Model (CALM), a regional travel demand model. 1 Corvallis has very high bicycle and pedestrian mode shares for work trips compared to cities similar in size (at least 50,000 residents). The walk commute mode share of 12 percent represents the 17th highest in the country and the bike commute mode share of 12 percent, is the 2nd highest in the country for similar sized cities. 2 Figure 9. Corvallis TSP Study Area Daily Trip Mode Share 40.2% DRIVE ALONE 0.7% SCHOOL BUS 2.0% TRANSIT BUS 10.6% BIKE 18.7% DRIVE SHARED RIDE 27.8% WALK SOURCE: Corvallis Albany Lebanon Area Model (CALM) NOTE: The values shown above represent daily mode choice, which includes many trip types other than commuting. Travel behavior represented in the CALM model is based on household travel surveys from similar communities in the State. 1 The Corvallis Albany Lebanon Model (CALM) is the regional travel demand model that is the primary tool used to forecast future traffic volumes in Corvallis. Developed by the Oregon Department of Transportation (ODOT), this model translates estimated land uses into person trips, selects travel modes, and assigns motor vehicle trips to the roadway network. The model is calibrated against real-world travel data and is used to help evaluate the overall transportation network in the Corvallis area. 2 US Census Bureau. American Community Survey Year Estimates. Table B08301 Means of Transportation to Work (Workers 16 years and over), Cities with a Population of at least 50,000.

46 CORVALLIS Transportation System Plan Draft 4 Needs 40 CURRENT SYSTEM CHARACTERISTICS The characteristics of the current transportation system in Corvallis are measured against the four general areas of safety, connectivity, access, and mobility. The following sections highlight current transportation system characteristics related to each of these areas. Specific needs of the system by mode are identified at the end of this chapter. More details about these topics are available in Volume 2 (Technical Memorandum #7 Existing Transportation Conditions and Baseline Performance). SAFETY Safety describes the ability to travel without risk of injury. Corvallis experiences an average of around 530 crashes a year. The severity of most crashes is generally low, with 83 percent involving only property damage or minor injuries. The five most common driver errors responsible for over 70 percent of all crashes in Corvallis: 1. Did Not Yield Right-of-Way (30 percent) 2. Followed Too Closely (24 percent) 3. Disregarded Traffic Signal (8 percent) 4. Inattention (5 percent) 5. Made Improper Turn (5 percent) Most crashes involving pedestrians occur downtown, between the OSU campus and downtown, and along 9th Street near Garfield Avenue. The majority of pedestrian-involved crashes (74 percent) were caused by drivers failing to yield the right-of-way to a pedestrian in a crosswalk or along a sidewalk. Most crashes involving bicycles occur at intersections (69 percent). Most of the crashes involving a bicyclist were caused by drivers failing to yield the right-of-way when turning (64 percent).

47 CORVALLIS Transportation System Plan Draft 4 Needs 41 CONNECTIVITY Connectivity describes the availability of facilities and services that offer legitimate choices to travel or move goods. Ninety-seven percent of the arterial street miles in Corvallis owned by the City have a sidewalk on one or both sides, while 96 percent of the collector street miles owned by the City have sidewalks on both sides. Eighty-four percent of local streets have sidewalks on at least one side. Bike lanes exist on 98 percent of the 19 arterial street miles and 84 percent of the 27 collector street miles within Corvallis owned by the City. Approximately 82 percent of households and 88 percent of jobs in the Corvallis UGB have access to CTS transit service within 1/4 mile. Cascades West RideShare provides transportation options outreach including carpool/vanpool matching services for commuters in Benton, Lincoln, and Linn counties. The Corvallis Municipal Airport serves 52,300 annual operations (i.e., takeoffs or landings). Limited commercial air service between Corvallis, Portland, and Newport has been provided in the past, but is not currently available. Regional and international air service for passengers and freight is provided via Portland International Airport (PDX). Eugene Airport provides regional air service. Freight rail service is provided to Corvallis via the Willamette and Pacific Railroad, with daily round trip freight service between Albany and Toledo, and between Albany and McMinnville. Amtrak passenger service is available in Albany. The Linn-Benton Loop and Coast-to-Valley Express provide connections between Corvallis and the Albany Amtrak station. In addition, the Corvallis to Amtrak Connector is currently running as a one-year pilot project.

48 CORVALLIS Transportation System Plan Draft 4 Needs 42 ACCESS Access describes inclusive design that allows people of all ages and abilities to comfortably reach their destinations. Traveling by foot or bicycle is far more common in the OSU campus and central city areas than in other areas. Streets in central parts of Corvallis and in the newest neighborhoods on the edges of the city have the greatest likelihood of having ADA accessible sidewalk ramps. The quality of the pedestrian system is relatively high throughout most of Corvallis. The areas with high stress levels for pedestrians are on highways, major roadways, and on roadway segments on the periphery of the city, such as Harrison Boulevard. The areas without access to high-quality walkways include parts of southeast and southwest Corvallis, and neighborhoods at the far northern end of Corvallis. Local roads in Corvallis have a low level of bicycling stress. Streets in downtown Corvallis generate moderate to high levels of stress for bicyclists. The streets with highest stress levels are the streets important for local and regional through travel, where most businesses and services are located. Transit service in Corvallis is well established and operates six days per week, though not all routes meet the needs of the general public. Most routes operate with one-hour service which is more likely to meet the needs of people with limited transportation options and appeal to OSU students and peak hour commuters. MOBILITY Mobility describes the ability to efficiently move people and goods. Approximately 18,000 people commute into Corvallis on an average weekday, creating many long commute trips, encouraging travel by motor vehicle, and contributing to congestion. Within Corvallis, US 20-OR 34, OR 99W, and OR 34 are classified as Oregon Freight Routes and Federal Truck Routes, while US 20 is classified as a Federal Truck Route. Motor vehicle volumes on the roadways in Corvallis most commonly peak during weekday evenings between 4:45 p.m. and 5:45 p.m. There are 10 intersections along the arterial and collector street network that experience excessive congestion and do not comply with adopted mobility targets/standards during the weekday p.m. peak hour. Transit is very space efficient and can move much higher volumes of people in a limited amount of space than vehicles. Therefore, it is can reduce roadway congestion by providing an alternative option to single-occupancy vehicles. Transit drivers can delay a signal from turning red as a way to help achieve ontime services. This priority for transit capability is currently in operation at 21 traffic signals.

49 CORVALLIS Transportation System Plan Draft 4 Needs 43 FUTURE CONDITIONS Future year conditions for 2040 were evaluated to determine how well the existing transportation system will meet future travel needs. Forecasts were developed by using expected community growth in employment and in residents (as described in Chapter 1) and the CALM model. FUTURE SYSTEM IMPROVEMENT ASSUMPTIONS The first scenario developed was the 2040 Baseline, also referred to as the No Build scenario. This scenario assumes the expected growth will occur, but that only the transportation projects already in progress have been made to the system. The purpose of this scenario is to establish a starting point for identifying needs of the future system. In the 2040 Baseline, the projects included are: SW 35th Street Sidewalks and Railroad Crossing improvements to SW 35th Street between SW Western Boulevard and SW Jefferson Way include widening of the roadway to accommodate bike lanes and sidewalks, and reconstruction of SW 35th Street across the railroad tracks. This project was in progress during the update of the TSP and completed in Realignment of NW 9th Street at NW Elks Drive NW 9th Street will be aligned with NW Samaritan Drive as part of the Good Samaritan Regional Medical Center campus expansion. This improvement will also include widening of OR 99W from NE Conifer Boulevard to NW Elks Drive, providing four vehicle travel lanes. 1 Marys River-Crystal Lake Drive Shared-Use Path approximately 2,000 feet of a shared-use path will be constructed between the Marys River bicycle/pedestrian bridge and Crystal Lake Drive. 1 These improvements are expected to be completed by Good Samaritan Regional Medical Center with planned development that is considered to be financially committed by City of Corvallis staff.

50 CORVALLIS Transportation System Plan Draft 4 Needs 44 FUTURE DEMAND CALM model forecasts of future demand show an increase in the overall number of trips in Corvallis. Total trips for all modes during the p.m. peak hour are forecasted to increase by 32 percent between 2010 and The mode share is not expected to change significantly in Corvallis based on the predicted growth. The share of travel in 2040 for each mode is expected to be within 1 percent of the value identified in Table 5. With the forecasted increase in vehicle travel there is expected to be more p.m. peak hour congestion by As congestion increases along a given corridor, drivers may shift to alternative routes to minimize travel time and delays. This creates a ripple effect that can cause otherwise non-congested corridors to also become congested. FUTURE CONDITIONS FOR 2040 BASELINE This section summarizes how the transportation system is expected to perform in the 2040 Baseline scenario compared to Table 5 highlights key indicators and shows the percentage change between 2010 and The biggest change noted in Table 5 is the increase in intersections that fail to meet mobility standards. In the 2040 Baseline scenario, the number of intersections that fail to meet mobility standards nearly doubles due to forecasted vehicle traffic increases by 2040, and expected shifts in traffic patterns away from existing congested routes to parallel routes. Another significant change related to motor vehicle mobility is peak hour travel time on freight routes. On average the travel time will increase by 22 percent. This is notable compared to the overall increase in vehicle-miles traveled (VMT) of 7 percent. The proximity of high-quality bicycle and pedestrian facilities is predicted to decrease by percent with much of the expected employment and residential growth likely in areas away from the city center where there is existing high-quality bikeways and pedestrian facilities. Without new high-quality facilities to serve these growing areas, overall access in the community will decrease. It is important to note that the 2040 Baseline does not include facilities that will be built as development occur

51 CORVALLIS Transportation System Plan Draft 4 Needs 45 Table 5. Summary of Existing and Future (2040) Year Evaluation Criteria EVALUATION CRITERIA EXISTING CONDITIONS 2040 BASELINE CONDITIONS CHANGE Vehicle-Miles Traveled (VMT) per capita - daily % Major intersections that do not meet applicable vehicle mobility performance standards or targets % Peak hour travel time on freight routes, in minutes % Percent of total jobs within 1/4-mile walking distance of transit stops served by at least 30 transit vehicles per day 34% 35% 1% Percent of total households within 1/4-mile walking distance of transit stops served by at least 30 transit vehicles per day 34% 32% -2% Span and frequency of transit service number of routes that provide 30 or more trips per day 2 2 0% Percent of arterial and collector roadway miles with transit service providing 30 or more transit vehicles per day 9% 9% 0% Percent of the arterials and collectors with biking facilities 79% 79% 0% Bicycle Level of Traffic Stress Percent of high-quality (or low stress) on all roads 70% 70% 0% Percent of population and employment within 1/8-mile of high-quality pedestrian or bicycle facilities Ped Bike Population 56% 50% -6% Employment 55% 53% -2% Population 93% 89% -4% Employment 88% 85% -3% Percent of all roads with walking facilities on both sides of the roadway 71% 71% 0% Pedestrian Level of Service - Percent of high-quality collector and arterial segments 20% 18% -2% Pedestrian Level of Service Number of low or medium-low quality intersections % Note: Criteria for Existing Conditions including VMT calculations or population/household/employment data are based on 2010 land use data. All other Existing Conditions criteria are based on 2014 data.

52 CORVALLIS Transportation System Plan Draft 4 Needs 46 NEEDS UNDER EXISTING & FUTURE CONDITIONS Below is a summary combining the needs from the existing and future transportation conditions analyses for all modes. For a complete account of transportation system conditions and needs, see Technical Memoranda #7 (Existing Transportation Conditions and Baseline Performance) and #12 (Future Transportation Conditions and Performance). WALKING NEEDS IDENTIFIED UNDER EXISTING CONDITIONS Fill gaps in the sidewalk system. Despite the high level of sidewalk coverage, parts of the city have sidewalks gaps. These gaps are predominately located on local streets, and concentrated on the edge of the city. Gaps are most common in southwest and southeast Corvallis, and on roadway segments outside the city limits. There are also segments along roads in central Corvallis that provide important connections that lack sidewalks on both or one side of the street. Key sidewalk gaps in developed areas include:»» Crystal Lake Drive between OR 99W and Alexander Avenue (Corvallis and Benton County),»» Country Club Drive between 35th Street and 45th Street (Corvallis),»» A group of local streets surrounded by Circle Boulevard, 29th Street, Grant Avenue and Witham Hill Drive, including Alta Vista Drive, Hayes Avenue, Hillcrest Drive, Garfield Avenue, Crest Drive, Sylvan Drive and Forest Drive (Corvallis),»» South side of Rivergreen Avenue, between OR 99W and Summerfield (Corvallis), and»» West side of Witham Hill Drive, between NW 36th Street/NW Grant Ave and NW Hayes Ave (Corvallis). Increase sidewalk coverage on roads owned by ODOT. Within city limits, only 55 percent of ODOT s roads have a sidewalk on at least one side of the road. Key segments include:»» OR 99W north of Fillmore Avenue (ODOT) 1, and»» US 20-OR 34 from Downtown to the western city limits (ODOT) 2 Improve crossing safety for pedestrians. Most pedestrian-involved crashes in Corvallis are caused by drivers failing to yield the right-of-way to a pedestrian in a crosswalk or along a sidewalk and occur downtown, between the OSU campus and downtown, and along 9th Street near Garfield Avenue. Improve pedestrian comfort. The highest pedestrian stress levels 3 occur on highways, arterials, or collectors, and on roadway segments on the periphery of the city, such as Harrison Boulevard east of 53rd Street. 1 There is a parallel multi-use path on the east side from Cornell Avenue to Circle Boulevard. 2 There is a parallel multi-use path on the south side of the highway from 15th Street to 35th Street and from Country Club Drive to the western UGB. 3 Pedestrian stress levels are affected by sidewalk availability, speed limits, presence of buffer space between sidewalks and motor vehicle traffic, motor vehicle volume, and presence of street lighting.

53 CORVALLIS Transportation System Plan Draft 4 Needs 47 NEEDS IDENTIFIED UNDER FUTURE CONDITIONS Improve pedestrian comfort. The highest stress levels (lowest quality) for pedestrian facilities continue to be expected on highways, arterials, or collectors, and on roadway segments on the periphery of the city. Pedestrian facilities at intersections on the perimeter of the city also tend to rate lower than those in central neighborhoods. Provide high-quality pedestrian facilities in growing areas. In the 2040 Baseline scenario, compared to existing conditions, households and jobs are expected to have less access to highquality walkways (Note: this analysis is based on existing infrastructure and does not account for sidewalk construction required of new development). Street segments in undeveloped areas where future development will require sidewalks include:»» South side of Washington Avenue between 7th Street and 10th Street (Corvallis),»» Highland Drive north of Conifer Boulevard (Corvallis and Benton County),»» West Hills Road west of Western Boulevard (Corvallis and Benton County), and»» Harrison Boulevard between NW Witham Drive and 53rd Street/ Walnut Boulevard (Corvallis and Benton County). Street segments where growth is anticipated and current roadways have low or medium-low pedestrian network qualitative assessment scores will need enhancements to improve their conditions. These segments include:»» 53rd Street between Country Club Drive and Plymouth Drive (Benton County),»» US 20-OR 34 between 35th Street and 69th Street (ODOT), and»» OR 99W between Rivergreen Avenue and the southern UGB boundary (ODOT). Provide safe routes to school. The Corvallis program has recommended safe routes for seven elementary schools. The pedestrian assessment score on these routes varies from high-quality to medium-quality. The segments that score high-medium or medium need additional amenities and/ or modified roadway characteristics to ensure a high-quality pedestrian experience for students traveling to and from school. Additionally, safe routes should be developed to identify needed amenities to ensure a high-quality pedestrian environment for the middle and high schools within the UGB. Address other problematic areas for pedestrians. The areas identified include Monroe Avenue along the OSU campus, and the intersections of NW Jackson Avenue and 3rd Street and 4th Street (OR 99W), SW Adams Avenue and 4th Street (OR 99W), 11th Street and NW Buchanan Avenue, 29th Street and NW Grant Avenue, and 35th Street and Campus Way.

54 CORVALLIS Transportation System Plan Draft 4 Needs 48 BIKING NEEDS IDENTIFIED UNDER EXISTING CONDITIONS Fill gaps in the bicycle network system. Despite the high level of bicycle routes, coverage gaps remain, predominately on short segments of roads that otherwise have bike lanes, or on segments of roads that have no on-street bike facilities. Filling these gaps would better connect the bicycle network. Examples of missing segments include:»» Harrison Boulevard between 30th Street and 35th Street (Corvallis),»» 30th Street between Jackson Avenue and Harrison Boulevard (Corvallis),»» 3rd and 4th Streets between Harrison Boulevard and the Marys River (ODOT),»» 9th Street between Polk Avenue and Monroe Avenue (Corvallis), and»» Crossing the Willamette River near the Harrison and Van Buren bridges (ODOT). Increase bike lane coverage on ODOT facilities. ODOT-owned roadways within city limits are less likely to have bike lanes approximately 52 percent of ODOT s 18 miles of roads in Corvallis have no bicycle facilities. Develop neighborhood bikeways as part of a low stress bike network along neighborhood and local streets, and across higher volume roadways. Not all roadways will be able to accommodate on-street bike facilities because of right-of-way constraints, limited funding, and/or parallel corridors with fewer constraints. A network of neighborhood bikeways would provide an alternative to streets where bikeways are high stress, but space does not permit construction of bike facilities. Improve crossing safety for bicyclists at intersections. Most of the crashes involving a bicyclist were caused by drivers failing to yield the right-of-way when turning. Improve comfort for bicyclists. The majority of roads in Corvallis have a low level of bicycling stress. However, the streets with highest stress levels are the streets important for local and regional through travel, where most businesses and services are located. Streets in downtown Corvallis generate moderate to high levels of stress for people on bicycles, particularly 3rd and 4th Streets (OR 99W). Examples of roadway segments with high or extreme bicycle stress levels include:»» Circle Boulevard between US 20 and Woodland Meadow Park (Corvallis),»» Harrison Boulevard/Oak Creek Drive from Merrie Drive to the western UGB (Corvallis/Benton County)»» Highland Drive north of Conifer Boulevard (Corvallis and Benton County), and Highland Drive/10th Street between Circle Boulevard and Harrison Boulevard (Corvallis),»» 9th Street between Monroe Street and Elks Drive (Corvallis), and»» OR 99W between the northern UGB to Harrison Boulevard, and between the Marys River and the southern UGB (ODOT).

55 CORVALLIS Transportation System Plan Draft 4 Needs 49 NEEDS IDENTIFIED UNDER FUTURE CONDITIONS Provide high-quality bicycle facilities in growing areas. Employment growth is anticipated further from existing highquality bikeways. In 2040, commuters are expected to have lower bicycle facility access, with only 85 percent of jobs within a 1/8-mile of a high-quality bikeway compared to 96 percent in The areas with reduced access are at the far southern areas of the city and in the northeast near the Hewlett- Packard campus. To service high growth areas projected in the 2040 Baseline scenario, future bicycle infrastructure is likely needed in the following areas (Note: this analysis is based on existing infrastructure and does not account for bike facility construction required of new development). As part of a low stress bicycle network, develop neighborhood bikeways along local streets, and across higher volume roadways. Not all roadways listed above will be able to accommodate bike lanes because of right-of-way constraints, limited funding, and/or fewer constraints on parallel corridors. A low stress network would relieve some of the right-of-way constraints posed on streets where bikeways are high stress and the desired user experience is low stress, but space does not permit consideration of bike lanes or buffered bike lanes. Develop multi-use paths. Paths are needed further north and south along the Willamette River, north of Circle Boulevard along OR 99W, and connecting Corvallis and North Albany via an off-street path along US 20.»» Connecting southeast Corvallis to Downtown in the area bordered by OR 99W, Goodnight Avenue, Thompson Street and Alexander Street,»» In southeast Corvallis in the area bordered by OR 99W, Herbert, the railroad corridor and US 20-OR 34,»» In southwest Corvallis adjacent to 53rd Street between SW Country Club Drive and Plymouth Drive,»» In southwest Corvallis north of US 20- OR 34 and west of 66th Street, and»» In northwest Corvallis north of Walnut Boulevard between 29th Street and Kings Boulevard.

56 CORVALLIS Transportation System Plan Draft 4 Needs 50 DRIVING NEEDS IDENTIFIED UNDER EXISTING CONDITIONS Resolve the freight pinch point on OR 34/Harrison Boulevard. Trucks with wide and long loads traveling westbound on OR 34 (Harrison Boulevard) have trouble making the turn to northbound OR 99W (3rd Street). Resolve freight pinch points on OR 99W at the OR 34 overpass. The vertical clearance for northbound and southbound OR 99W at the OR 34 overpass is one to two feet below the design standard. Resolve freight pinch points on the Van Buren Avenue Bridge (OR 34 eastbound). The vertical clearance for the bridge is about one foot below the design standard and the bridge is also weight-restricted. Improve safety at high crash intersections. Fourteen intersections in Corvallis were noted as having a high rate of crashes relative to traffic volume and type of intersection.»» Harrison Boulevard/3rd Street (ODOT)»» US 20-OR 34/53rd Street (ODOT)»» 9th Street/Circle Boulevard (Corvallis)»» 14th Street/Monroe Avenue (Corvallis)»» OR99W/Circle Boulevard (ODOT)»» 9th Street/Van Buren Avenue (Corvallis)»» US20-OR34/35th Street (ODOT)»» US 20-OR 34/15th Street (ODOT)»» Harrison Boulevard/2nd Street (ODOT)»» 9th Street/Harrison Boulevard (Corvallis)»» Technology Loop/Hwy 34 (ODOT)»» Van Buren Avenue/4th Street (ODOT)»» 9th Street/Conifer Boulevard (Corvallis)»» US20-OR34/Western Boulevard (ODOT) Improve safety at high concern locations. Six locations are identified through ODOT s Safety Priority Index System (SPIS) as having a high combination of crash frequency and severity (Top 5 Percent SPIS).»» OR 99W/Circle Boulevard (ODOT)»» 9th Street between Circle Boulevard and Spruce Avenue (Corvallis)»» Kings Boulevard from Harrison Boulevard through Van Buren Avenue (Corvallis)»» 3rd Street between Van Buren Avenue and Polk Avenue (ODOT)»» US 20-OR 34 near the intersection with 15th Street (ODOT)»» Western Boulevard around the intersection with 26th Street (Corvallis) Improve traffic operations at congested intersections. There are 10 study intersections that currently do not achieve adopted mobility targets/ standards during the weekday p.m. peak hour (see Table 6).

57 CORVALLIS Transportation System Plan Draft 4 Needs 51 Table 6. Study Intersections That Do Not Meet Mobility Targets/Standards During Existing (2014) Weekday PM Peak Hour Conditions INTERSECTION JURISDICTION MOBILITY TARGET 2014 INTERSECTION PERFORMANCE 1 LOS V/C SIGNALIZED SW 35th St & US 20-OR 34 ODOT 0.85 E 0.88 SW 26th St & US 20-OR 34 ODOT 0.85 F 0.91 SW 15th St & US 20-OR 34 ODOT 0.85 E 0.95 NW Van Buren Ave & NW 2nd St ODOT V/C 0.90 F 1.00 NW Van Buren Ave & NW 3rd St ODOT V/C 0.95 D 1.00 NW Van Buren Ave & NW 4th St ODOT V/C 0.95 E 1.00 SW Technology Loop & US 20-OR 34 ODOT V/C 0.85 D 1.00 TWO-WAY STOP CONTROLLED NW 30th St & NW Harrison Blvd City of Corvallis LOS D A/F 0.44 SW 30th St & SW Western Blvd 2 City of Corvallis LOS D F 0.78 SW 15th St & SW Washington Ave 2 City of Corvallis LOS D F 0.45 Signalized intersections: LOS = Level of Service of Intersection V/C = Volume-to-Capacity Ratio of Intersection Two-Way Stop Controlled intersections: LOS = Level of Service of Major Street/Minor Street V/C = Volume-to-Capacity Ratio of Worst Movement 1 See Appendix in Volume 2 for definitions of LOS and V/C. 2 Analysis for existing conditions was provided by the Base Transportation Model Update: , Summary of Existing Intersection Operating Conditions for Vehicles, Kittelson & Associates, Inc, December 29, 2015.

58 CORVALLIS Transportation System Plan Draft 4 Needs 52 NEEDS IDENTIFIED UNDER FUTURE CONDITIONS Improve traffic operations at congested intersections. Seventeen study intersections will not meet the mobility target/standard during the 2040 design hour conditions (see Table 7). This represents an increase of seven intersections compared to the 10 that do not meet mobility targets/standards under existing conditions. Improve travel time for freight traffic TRANSIT on eastbound US 20-OR 34. The travel times for most freight route segments are expected to increase from 10 to 35 percent. However, travel times are expected to increase approximately 65 percent by 2040 on eastbound US 20-OR 34, both from downtown (via Van Buren Avenue) and via the OR 34 Bypass. Transit conditions and needs were comprehensively evaluated in the Transit Development Plan (TDP). The needs below provide a high-level summary. The primary transit needs identified in the TDP include: More frequent service New service on Sundays OTHER MODES OF TRAVEL NEEDS IDENTIFIED UNDER EXISTING CONDITIONS Improve connections to passenger rail. Public comments suggested a desire to improve the connection between Corvallis to the existing Amtrak passenger rail line in Albany, as well as to other nearby cities where people live and work. The Linn-Benton Loop and Coast-to-Valley Express connections have since been supplemented with the one-year Corvallis to Amtrak Connector pilot project. Explore expansion of commercial air service. The Corvallis Municipal Airport experiences 52,300 annual operations (i.e., take-offs or landings). Limited commercial air service between Corvallis, Portland, and Newport has been provided in the past, but is not currently available. There has been interest in expanded commercial service in the past, but it was not found to be financially viable at the time. Eugene Airport (40 miles south) provides regional air service while more extensive regional and international air service for passengers and freight is provided via Portland International Airport (90 miles north). Improved on-time performance and reliability Service earlier and later in the day Improved downtown coverage East-west transit connectivity between Monroe Avenue and Circle Boulevard

59 CORVALLIS Transportation System Plan Draft 4 Needs 53 Table 7. Study Intersections That Do Not Meet Mobility Targets/Standards During Existing (2014) and 2040 Baseline Weekday PM Peak Design Hour Conditions INTERSECTION 1 JURISDICTION MOBILITY TARGET/ STANDARD 2040 BASELINE INTERSECTION PERFORMANCE 2 LOS V/C SIGNALIZED 15th St & US20-OR34 3 ODOT V/C 0.85 E 1.11 OR99W & Conifer Blvd ODOT V/C 0.90 F 1.01 OR99W & Crystal Lake Dr/Avery Ave 3 ODOT V/C 0.90 F 1.16 Harrison Blvd & 4th St ODOT V/C 0.95 D 0.98 Harrison Blvd & 2nd St 16 3 ODOT V/C 0.90 D 1.09 Van Buren Ave & 2nd St 3 ODOT V/C 0.90 F 1.46 Van Buren Ave & 3rd St 3 ODOT V/C 0.95 F 1.42 Van Buren Ave & 4th St 3 ODOT V/C 0.95 F 1.31 US20-OR34 & 35th St 3 ODOT V/C 0.85 E 1.05 US20-OR34 & 53rd St 3 ODOT V/C 0.85 F 1.02 OR99W & Circle Blvd ODOT V/C 0.90 E 1.01 SW Technology Loop & US20-OR34 3 ODOT V/C 0.85 D th St & US20-OR34 3 ODOT V/C 0.85 E 1.09 TWO-WAY STOP CONTROLLED 30th St & Harrison Blvd 3 City of Corvallis LOS D A/F >2.0 US20-OR34 & Western Blvd 3 ODOT V/C 0.95 A/F 1.26 SW 30th St & SW Western Blvd 4 City of Corvallis LOS D (2040 performance not available) SW 15th St & SW Washington Ave 4 City of Corvallis LOS D (2040 performance not available) 123 Signalized 4 intersections: LOS = Level of Service of Intersection V/C = Volume-to-Capacity Ratio of Intersection Two-Way Stop Controlled intersections: LOS = Level of Service of Major Street/Minor Street V/C = Volume-to-Capacity Ratio of Worst Movement 1 Bold intersection names indicate mobility targets/standards are not met under existing conditions. 2 See Appendix in Volume 2 for definitions of LOS and V/C. 3 Study intersection also fails to meet mobility targets/standards under Average Weekday P.M. Peak Hour conditions. 4 Analysis for existing conditions was provided by the Base Transportation Model Update: , Summary of Existing Intersection Operating Conditions for Vehicles, Kittelson & Associates, Inc, December 29, 2015.

60 CORVALLIS Transportation System Plan Draft Chapter/Section Name 54

61 CORVALLIS Transportation System Plan Draft 5 Strategies 55 5 STRATEGIES Finding solutions to identified needs requires strategic approaches to make the most of investments in infrastructure. This chapter presents the strategies around system management, demand management, preparing for Smarter Mobility, and encouraging a shift to active transportation modes of travel. Chapters 6 and 7 provide the recommended transportation standards and list of improvement projects that will be implemented along with the strategies described in this section.

62 CORVALLIS Transportation System Plan Draft 5 Strategies 56 TRANSPORTATION SYSTEM MANAGEMENT Transportation System Management (TSM) strategies extend the functional life of existing and future facilities by optimizing their ability to move people and goods in a safe and efficient manner. They are often easier to implement due to generally lower capital investment costs than traditional projects that build new facilities or add roadway capacity. Four TSM projects were identified and are included on the project list in Chapter PROJECT A3: OPTIMIZATION OF US 20-OR 34, WHICH INCLUDES ADAPTIVE SIGNAL TIMING, FREIGHT SIGNAL PRIORITY AND COLLECTING REAL-TIME TRAVEL INFORMATION SUCH AS TRAFFIC VOLUMES, TRAVEL TIMES, AND VEHICLE CLASSIFICATION. PROJECT A47: SIGNAL COORDINATION ALONG 9TH STREET BETWEEN POLK AVENUE AND WALNUT BOULEVARD. PROJECT A71: SIGNAL COORDINATION ON CIRCLE BOULEVARD FROM 27TH STREET EAST TO WALNUT BOULEVARD. PROJECT A72: SIGNAL COORDINATION ON WALNUT BOULEVARD FROM OR 99W TO GLENRIDGE DRIVE. TRAFFIC SIGNAL COORDINATION AND OPTIMIZATION The coordination and optimization of traffic signals along key corridors can substantially reduce congestion and travel time. Signals along US 20-OR 34 (between 15th Street and 35th Street), OR 99W, and US 20 are currently coordinated and any new signals along these corridors within Corvallis will be added to the coordinated system. For proposed signals on ODOT facilities, approval is needed from ODOT prior to installation. ODOT signal spacing policy identifies a desirable distance of at least 1/2 mile between signals unless an engineering investigation demonstrates that another distance would be appropriate. For proposed signals on Benton County facilities, approval is required from Benton County prior to installation. INTELLIGENT TRANSPORTATION SYSTEMS The Central Willamette Valley Intelligent Transportation System (ITS) Plan defines advanced technologies that support regional transportation initiatives such as promoting travel options, optimizing transportation system performance, and reducing the frequency and effects of incidents. The plan was developed collaboratively with a steering committee of stakeholders from across the region. The ITS Action Plan includes advanced technologies and management strategies to improve the safety and efficiency of the transportation system and improve the traveler experience for all modes in the Central Willamette Valley. The ITS Action Plan includes specific ITS projects and deployment priorities. The City will pursue opportunities to work with regional partners on larger scale ITS efforts that would benefit Corvallis residents. Such cooperation could include sharing information and data, allowing use of City right-of-way for regional ITS infrastructure, or advocating for enhancement of the traffic signals in the US 20-OR 34 corridor to include freight priority and detection for bicycles.

63 CORVALLIS Transportation System Plan Draft 5 Strategies 57 TRANSPORTATION DEMAND MANAGEMENT Transportation Demand Management (TDM) or transportation options are terms for strategies that support transportation system efficiency by encouraging a shift from drive-alone trips to other means of travel such as transit, bicycling, walking, and ridesharing. Strategies may aim to reduce drive-alone trips overall or focus on peak-hour commuting times to reduce roadway congestion. Strategies the City can focus on are described below. The existing Corvallis Transportation Options program supports TDM through the following program areas: Education and Outreach: The City of Corvallis fosters education programs such as the two-week event Get There Corvallis, runs safety ad campaigns on Corvallis Transit System buses and in local movie theaters, promotes the Bike Commute challenge each year, and tables at numerous Oregon State University and community events. Commuters: The Corvallis Transportation Program Specialist works directly with employers to manage programs that provide incentives for employees to bike, walk, use transit or carpool to work. There are currently 20 businesses, representing about 8,000 employees, participating in the Employee Transportation Coordinator program. Regional Partnerships: The Oregon Cascades West Council of Governments (OCWCOG) and InterCommunity Health Network Coordinated Care Organization (IHN-CCO) provide the Pedal Corvallis bikeshare program. The program aims to provide Medicaid members access to bicycles for medical appointments and personal trips. It is also open to community members age 18 and older. There are eight bikeshare stations located near Corvallis transit stops. Cascades West Rideshare covers Benton, Linn, and Lincoln Counties with services that include vanpool matching through the Valley Vanpool program, connecting Corvallis to Eugene, Salem, Sheridan, and Springfield. Cascades West Rideshare also offers regional park-and-ride planning and promotes the statewide Drive Less Connect ridesharing tool. Research has shown that a comprehensive set of complementary policies implemented over a large geographic area can influence the number of vehicle miles traveled to/from that area. 1 As part of the Corvallis Area Metropolitan Planning Organization (CAMPO), Corvallis works with regional partners to implement and benefit from larger scale efforts. Community Involvement: Corvallis has a Bicycle and Pedestrian Advisory Board that meets monthly. The Board advises the City Council and provides a forum for community input. 1 The Potential for Land Use Demand Management Policies to Reduce Automobile Trips, ODOT, by ECO Northwest, June 1992.

64 CORVALLIS Transportation System Plan Draft 5 Strategies 58 ACTIONS Work with regional partners on TDM programs facilitating public transportation use. Additional staff resources at the City level could enhance TDM and add new programming that supports transit ridership. These programs might include:»» Work shuttles: Some employment sites can be a good market for public transportation, especially if the company has limited parking, or workplace incentives for not driving alone. Shuttle programs are typically sponsored by the employer and provide transportation between the employment site and major transit stops.»» Individualized marketing: Individualized marketing campaigns typically target a neighborhood, corridor, or employment site. Corvallis has done such a campaign in the past, and recurring campaigns have been shown to effectively promote transportation options.»» Information kiosk: An on-site kiosk at the Downtown Transit Center would provide information on transit routes, schedules, and fares; carshare and vanpool ridematching services; bicycle maps and resources; and other ways to help people travel using alternative modes.»» Integrated trip planning: Corvallis Transit System s online trip planner could be enhanced by adding other modes and regional transit service providers, such as the Linn Benton- Loop, 99 Express, Coast to Valley Express, Corvallis-Amtrak Connector, and Albany Transit System. Continue travel training and mobility management services in coordination with Benton County and Oregon Cascades West Council of Governments. Travel training includes a suite of services to introduce new or potential riders to a transit system. General travel training can also include events and training to let people of all ages and needs get familiar with public transportation. Training for seniors and people with disabilities can facilitate accessibility for specific demographics, or facilitate access to the public fixedroute system. Continue strong rider information and marketing materials. Marketing can include reinforcing the CTS brand to ensure information is recognizable and familiar, and leads to clear, understandable and broadly accessible materials. Marketing for transit lets transit customers know how to use and remember how to use the Corvallis Transit System and related travel programs. The marketing programs should continue to be easy and inexpensive to implement to preserve operating resources, be integrated into other parts of the City s activities such as transportation options, and be designed to reach existing and potential rider markets.

65 CORVALLIS Transportation System Plan Draft 5 Strategies 59 PREPARING FOR SMART MOBILITY Emerging transportation technologies will shape roads, communities, and daily lives for generations. Vehicles are becoming more connected, automated, shared, and electric. While the timing of when these advances will occur is uncertain, they will have significant impacts on how a community plans, designs, builds, and uses the transportation system. Below are some important emerging transportation technology terms and definitions that provide the basis for the impacts, policies and action items discussed in the following sections. Connected vehicles (CVs) will enable communications between vehicles, infrastructure, and other road users (see Figure 10). This means that vehicles will be able to assist human drivers and prevent crashes while making the system operate more smoothly. Automated vehicles (AVs) will, to varying degrees, take over driving functions and allow travelers to focus their attention on other matters. Vehicles with combined automated functions like lane keeping and adaptive cruise control exist today. In the future, more sophisticated sensing and programming technology will allow vehicles to operate with little to no operator oversight. Shared vehicles (SVs) are already in Corvallis, allowing ride-hailing companies to offer customers access to vehicles through cell phone applications. Ridehailing applications give on-demand transportation with comparable convenience to car ownership without the hassle of maintenance and parking. Electric Vehicles (EVs) have been on the road for decades and are becoming more economically feasible as the production costs of batteries decline and vehicle fuel prices increase. Many of these technologies will not be exclusive of the others and it is important to think of the host of implications that arise from the combination of them. These vehicles are referred to as connected, automated, shared, and electric (CASE) vehicles. Figure 10. Vehicle to Vehicle Communication

66 CORVALLIS Transportation System Plan Draft 5 Strategies 60 IMPACTS OF CASE VEHICLES CONGESTION AND ROAD CAPACITY There are several competing forces that will unfold as connected, automated, and shared vehicles are deployed. It is difficult to predict how these vehicles will influence congestion and road capacity. AVs will provide a more relaxing or productive ride experience and people may have less resistance to longer commutes. Shared AVs are projected to have lower fuel and operating costs, making them less expensive on a per mile basis than private vehicle ownership. This may increase demand for auto-based travel in the future. CV technology will allow vehicles to operate safely with closer following distance, less unnecessary braking, and better coordinated traffic control. This will increase road capacity in the long run when CVs and AVs comprise most of the public and private fleet of vehicles. In the near term, since AVs make up a fraction of the fleet of vehicles, road capacity could decrease as AVs will operate more slowly and cautiously than regular vehicles. A new class of traffic zero-occupant vehicles will increase traffic congestion. These could include AVs making deliveries or shared AVs circulating around the city and traveling to their next rider. Roadways may need to be redesigned or better maintained to accommodate the needs of automated driving systems. For instance, striping may need to be wider and more consistently maintained to ensure the vehicle s sensors can recognize it. These points raise questions about the degree to which CASE vehicles will impact road capacity and congestion. The development and use of the technologies should be monitored closely. TRANSIT AVs could become cost competitive with transit and reduce transit ridership as riders prefer a more convenient alternative. However, transit will remain the most efficient way to move high volumes of people through constricted urban environments. AVs will not eliminate congestion and as discussed above, could exacerbate it especially in the early phases of AV adoption. In addition, shared AVs may not serve all sectors of a community so many will still require access to transit to meet their daily needs.

67 CORVALLIS Transportation System Plan Draft 5 Strategies 61 PARKING Because AVs will be able to park themselves, travelers will elect to get dropped off at their destination while their vehicle finds parking or its next passenger. Shared AVs will have an even greater impact on parking because parking next to the destination will no longer be a priority for the traveling public. This means that parking may be over-supplied in some areas and new opportunities to reconfigure land use will emerge. Outstanding questions related to parking include: HOW DOES VEHICLE OWNERSHIP IMPACT PARKING BEHAVIOR? WHAT PORTION OF THE AV FLEET WILL BE SHARED? HOW FAR OUT OF THE DOWNTOWN AREA WILL AVS BE ABLE TO PARK WHILE REMAINING CONVENIENT AND READILY AVAILABLE? PACKAGE DELIVERY AVs will also be used to deliver packages and food. This may mean that delivery vehicles need to be accommodated in new portions of the right-of-way. For instance, if the AV parks at the curb in a neighborhood and smaller robots are used to deliver packages from door to door, new conflicts will arise between vehicles, pedestrians, robots, and bicyclists. An increased demand for deliveries using aerial drones will bring new challenges for the City to address related to noise, personal privacy, aerial congestion, and siting of drone distribution centers. ELECTRIC VEHICLE CHARGING To accommodate a future where electric vehicles are the majority of the vehicle fleet, additional charging infrastructure will be required. Cities, electric utilities, regions, and states will need to work together to create enough reliable electricity supply to fulfill the increased electrical demand. CURB SPACE In addition to parking impacts, the ability to be dropped off at the destination will create more potential for conflicts in the right-of-way between vehicles that are dropping passengers off or picking them up, vehicles moving through traffic, and vehicles parked on the street. This issue is already occurring in many urban areas with ride-hailing companies, where popular destinations are experiencing significant double-parking issues. ELECTRIC SCOOTERS Fleets of dockless electric scooters have arrived in many cities across the nation. The scooters are activated with a smartphone app (typically about $1 to active and about $0.15 per minute afterward) and can be left at the end destination. Their convenience and low cost make them an attractive option for many making shorter trips, which could reduce the number of short trips made by motor vehicles. Public safety has been a concern in other cities as many riders do not wear helmets or ride on sidewalks creating conflicts with pedestrians. In addition, many riders do not park them properly and leave them in places that obstruct pedestrian pathways or dump broken scooters in public areas.

68 CORVALLIS Transportation System Plan Draft 5 Strategies 62 POLICIES AND ACTION ITEMS MOBILITY HUBS A mobility hub is a central location that serves as a multimodal connection point for transit, car share, bike share, and ride-hailing stations, see Figure 11. This can serve as a tool to encourage travelers to take seamless multimodal trips that are well timed and convenient. Mobility hubs work best in transit centers that are located near urbanized areas with multimodal supportive infrastructure (e.g., buffered bike lanes) to maximize connectivity for firstand last-mile solutions. The location of Corvallis Downtown Transit Center and presence of transit and bike share presents an opportunity to create a mobility hub at a low cost. Figure 11. Mobility Hubs Provide Multimodal

69 CORVALLIS Transportation System Plan Draft 5 Strategies 63 ROAD PLANNING AND CAPACITY It is difficult to plan for the impacts of CASE vehicles on road capacity at this point in their development. There is a high potential that ultimately road capacity will increase after CASE vehicles are widely adopted, but with a corresponding increase in travel demand, resulting in continued congestion in the future. CASE vehicles do however provide an opportunity for effective TDM solutions because the expected congestion can be used to encourage use of transit, shared vehicles, and bike share. These modes could be further supported through pricing mechanisms on vehicles that are vastly less expensive to implement to reduce congestion than building more road capacity. PARKING As CASE vehicles are more widely adopted, Corvallis will periodically review its parking standards. Consider building new parking garages that can be converted (with flat instead of ramped floors) to other uses in case AVs make them underutilized in their lifetime. If that isn t financially feasible, consider alternative TDM strategies. CURB-SPACE MANAGEMENT Inventory parking utilization and identify areas that could be converted from parking to curbside pick-up and drop-off zones. TRANSIT To avoid potential equity and congestion issues, transit agencies need to work together to integrate the use of automated vehicles and transit. Transit will need to adapt to new competition in the transportation marketplace as well as consider adopting CASE technologies to support transit operations. The City should consider: Partnering with ride-hailing companies to provide first and last-mile solutions. Working with ride-hailing companies and bike share to integrate payment platforms and enable one button purchase of a suite of transportation options for multimodal trips. Creating fixed route autonomous shuttles to provide first and last-mile solutions. Consider lowering minimum parking requirements for new developments, especially in areas that are within one mile of transit. Consider strategies and public/private partnerships to fund the installation of charging stations.

70 CORVALLIS Transportation System Plan Draft 5 Strategies 64 ACTIVE TRANSPORTATION Active transportation is the inclusive term that refers to getting around by foot, bicycle, or other personal mobility device like a wheelchair, stroller or walker, and other travel conveyances that involve human power, such as skateboards and rollerblades. Active transportation reduces the reliance on single-occupancy vehicles, promotes the efficient use of existing transportation system investments, and expands transportation options by providing additional opportunities for personal mobility. Benefits of active transportation extend beyond the traditional transportation goals of managing transportation system demand or reducing congestion: Active transportation engages people in healthy physical activity. Active transportation is affordable (both in terms of the cost to construct or provide active transportation infrastructure relative to other modes, and in terms of the financial cost borne by the people walking and bicycling). Active transportation supports mobility for vulnerable populations and people who do not have the financial means to purchase a vehicle, are too old or young to drive, and who may not have the physical ability to operate a vehicle. Investments in active transportation include a range of programs and strategies beyond the construction of sidewalks, bike lanes, and paths. These include bicycle parking, wayfinding, pedestrian scale lighting, streetscape improvements, marketing campaigns, safety projects, enforcement of traffic laws, and community events that promote active transportation. The Active Transportation Toolkit, included in Volume 2 of this TSP, is a reference guide that can be applied by the City to identify solutions to enhance the active transportation system. In general, the intent of these solutions is to augment the existing streets and multimodal paths to improve the quality and safety for walking, biking, and transit travelers. Active transportation is one of the most space and resource efficient modes of transportation (i.e., sidewalks and bicycle infrastructure require limited right-ofway relative to other modes, and no external energy sources are necessary for people to walk, bike, or roll). Active transportation is therefore critical to Corvallis for it to reduce its greenhouse gas emissions and achieve the goals laid out in the Climate Action Plan.

71 CORVALLIS Transportation System Plan Draft 5 Strategies 65 LOW-STRESS BICYCLE NETWORK The establishment of a low-stress bicycle network across the city is a key strategy for encouraging people to travel by bicycle. Projects to create Corvallis low-stress bicycle network are identified in Chapter 7, and a variety of design treatments are described in the Active Transportation Toolkit. The objective is to create a clear network of bicycle routes connecting many origins and destinations without requiring people to ride in places that exceed their comfort level or detour them far out of their way. Neighborhood bikeways are the central component of the low-stress network and consist of streets with lower traffic volumes and speeds where bicycle through-travel is given priority. They often include traffic calming treatments (e.g., diverters, curb extensions, and mini traffic circles) to help keep motor vehicle volumes and speed low. Wayfinding signage and pavement markings can also help to guide bicyclists through the network. Where travel along or across higher volume and speed streets is necessary, buffered bike lanes that provide physical separation between motor vehicle traffic and people biking or enhanced crossing treatments (e.g., median refuge island, flashing beacons, and traffic signal timing and phasing modifications) can be applied to maintain low-stress connectivity in the network.

72 CORVALLIS Transportation System Plan Draft 5 Strategies 66 NEIGHBORHOOD TRAFFIC MANAGEMENT TOOLS Neighborhood Traffic Management (NTM) describes strategies that can be deployed to slow traffic, and potentially reduce volumes, creating a more inviting environment for people walking and biking. NTM strategies are primarily traffic calming techniques for improving neighborhood livability on local streets, though a limited set of strategies can also be applied to collectors and arterials (Table 8). Mitigation measures for neighborhood traffic impacts must balance the need to manage vehicle speeds and volumes with the need to maintain mobility, circulation, and function for service providers, such as transit and emergency responders. The Active Transportation Toolkit developed through this TSP update process provides examples of commonly used NTM strategies that Corvallis could consider for future applications. Any NTM project should include coordination with transit and emergency response staff.

73 CORVALLIS Transportation System Plan Draft 5 Strategies 67 Table 8. Application of Neighborhood Traffic Management Strategies APPLICATION Chicanes ARTERIALS/ COLLECTORS USE BY FUNCTION CLASSIFICATION NEIGHBORHOOD COLLECTORS LOCAL STREETS SPEED REDUCTION IMPACT TRAFFIC DIVERSION Chokers Curb Extensions Diverters (with emergency vehicle pass-through) Median Islands Raised Crosswalks Speed Cushions (with emergency vehicle pass-through) Speed Hump Traffic Circles The City of Corvallis has a formal neighborhood traffic management program. 1 The traffic calming program provides two goals: reduce speeds in neighborhoods and reduce excessive cut-through traffic on adjacent local streets. The program provides guidelines and a procedure to apply these traffic calming techniques. 1 City of Corvallis Council Policy Manual Policy Area 9 Right of Way Matters, CP 9.07 Traffic Calming Program 2008.

74 CORVALLIS Transportation System Plan Draft Chapter/Section Name 68

75 CORVALLIS Transportation System Plan Draft 6 Standards 69 6 STANDARDS Corvallis applies transportation standards and regulations to the construction of new transportation facilities and to the operation of all facilities to ensure the system functions as intended and investments are used efficiently. These standards enable consistent future actions that reflect the goals of the City for a safe and efficient transportation system.

76 CORVALLIS Transportation System Plan Draft 6 Standards 70 STREET FUNCTIONAL CLASSIFICATION Street functional classification is an important tool for managing the roadway network. Individual streets do not act independently of one another but instead form a network that works together to serve travel needs on local and regional levels. By designating the management and the design requirements for each street classification, a hierarchal system is established to support a network of streets that perform as desired. The functional classification system for roadways in Corvallis is described below. The functional classification map, Figure 12, shows the classification for all roadways in the city, including new street extensions proposed as part of the motor vehicle system improvements (see Chapter 7). It is important to note that changing the functional classification of an existing roadway does not trigger physical changes to the roadway in the near term. Roadway widening to construct bike lanes or additional travel lanes may happen over time as the right-of-way becomes available. The timing of roadway changes will vary by location. For example, if redevelopment occurs along an arterial or collector street, right-of-way may be set aside in the present to provide the width to meet street cross-section standards at some future point. Classifications shown for Benton County roads inside the Corvallis Urban Growth Boundary (UGB) reflect the City s desired function for those facilities. Although these classifications may not match those shown in Benton County s TSP, the Urban Fringe Management Agreement between Corvallis and Benton County requires County roads to be upgraded to City standards. Therefore, it is expected that Corvallis standards will be applied to County roads located within the Corvallis UGB. For arterial highways, the design standards from ODOT s Highway Design Manual will apply unless an alternative design has been agreed to.

77 CORVALLIS Transportation System Plan Draft 6 Standards 71 Figure 12. Street Functional Classification ÍÎ99W Lewisburg Ave Frazier Creek Dr Highland Dr Shasta Ave Elliot Cir Elliot Cir Crescent Valley Dr Lester Ave Highland Dr Elks Dr Ponderosa Ave Walnut Blvd Satinwood St Conifer Blvd Conser St 20 Walnut Blvd Witham Hill Dr Highland Dr Circle Blvd 29th St Kings Blvd Garfield Ave Grant Ave 9th St Oak Creek Dr 36th St Buchanan Ave Harrison Blvd 30th St Harrison Blvd Monroe Ave Reservoir Ave 53rd St Washington Way «34 West Hills Rd Western Blvd Research Way Country Club Dr 35th St 20 53rd St Brooklane Dr Alexander Ave Crystal Lake Dr Goodnight Ave Note: Proposed roadway alignments are conceptual in nature. Actual alignments could vary significantly and are subject to refinement during development review. However, the location of connections to existing intersections are generally expected to be constructed as shown. Kiger Island Dr Midvale Dr Herbert Ave Functional Classification Legend Airport Ave Roadways Existing Planned (Conceptual Alignments) Arterial Highway Arterial Collector ÍÎ 99W Neighborhood Collector Local N Miles Urban Growth Boundary Corvallis City Limit Parks and/or Natural Areas

78 CORVALLIS Transportation System Plan Draft 6 Standards 72 ARTERIAL CLASSIFICATIONS Arterial highway is applied for all state highways in the city, including OR 99W, US 20, OR 34, and US 20-OR 34. These highways serve as the primary gateways and main travel routes through the city and generally serve the highest volume of motor vehicle traffic, carrying nearly all the vehicle trips entering, leaving, and passing through Corvallis. Arterial highways are generally for longer motor vehicle trips with limited local access, although the portion of OR 99W through downtown Corvallis also serves as one of the city s main streets and is designated as a Special Transportation Area on the state highway system. The traffic volume for an arterial highway is generally above 10,000 daily vehicles. Managed speeds of 45 mph to 55 mph are applied where high speeds can be accommodated safely. Lower speeds are appropriate in urbanized areas to reflect the roadside environment and surrounding land uses. This is the practice in the Central Business District, which has been designated by ODOT as a Special Transportation Area, to manage vehicle speeds at 20 mph to 25 mph and prioritize pedestrian, bicycle, transit, and local automobile movement. Providing physical separation between the motorway and the adjoining walking and biking facilities may be preferred on roadways with higher vehicle volumes and speeds. Alternative bicycle design options such as cycle tracks, buffered bike lanes, raised bike lanes and separated multi-use paths can help to improve comfort for people biking, and setting sidewalks back from the curb with a planting strip helps improve comfort for people walking. 1 Arterial streets provide a high degree of mobility linking state highways and major commercial, residential, industrial, and instructional areas. Arterial streets are typically spaced approximately one mile apart. They serve high volumes of traffic over long distances, typically maintain higher posted speeds, and limit direct access to adjacent land to support the safe and efficient movement of people and goods. In denser urban areas, speeds may be reduced to reflect the roadside environment and surrounding land uses. Some of the arterial streets in the Corvallis UGB (such as Airport Avenue and Lewisburg Avenue) connect to the surrounding areas in Benton County. Others (such as Walnut Boulevard and Harrison Boulevard) provide routing for cross-town travel. The typical traffic volume is greater than 5,000 daily vehicles and speeds are often managed between 25 mph and 45 mph. As with arterial highways, providing greater separation between pedestrian and bicycle facilities and motor vehicle traffic is preferred due to higher vehicle volumes and speeds. 1 Oregon Highway Design Manual, Chapter 6: Urban Highway Design (Non-Freeway)

79 CORVALLIS Transportation System Plan Draft 6 Standards 73 COLLECTOR CLASSIFICATIONS Collector and neighborhood collector streets serve a critical role in the roadway network by connecting traffic from local streets with the arterial network within the Corvallis UGB. Collector routes provide access and circulation within residential neighborhoods and commercial/industrial areas. Standard collectors are characterized by a range of uses resulting in a greater intensity of development along their routes or at major intersections with other collectors or arterials. Typical land uses include: low to medium-high density residential, commercial, or industrial and their associated traffic volumes. The general traffic volume on a collector ranges from 1,200 to 5,000 daily vehicles and speeds are often managed between 25 mph and 35 mph. Buffered bike lanes can improve the comfort of bicyclists on these facilities, and sidewalk connectivity is paramount to connect residential neighborhoods with commercial/industrial areas. Neighborhood collectors differ from collectors primarily by the adjacent land use served, which is generally low to medium density and residential in nature. The purpose of the neighborhood collector is to provide a narrower and slower facility directly serving neighborhoods with correspondingly lower traffic volumes. Traffic calming techniques may be applied to these roadways as needed at the time of development, with reconstruction, or as policy allows. Neighborhood collectors provide more direct access to residences in Corvallis and generally serve trips to/from the immediate area. The typical traffic volume on a neighborhood collector ranges from 1,200 to 2,500 daily vehicles and speeds are managed to no more than 25 mph. Collectors and neighborhood collectors are generally more comfortable to walk and bike along than arterials and are often easier to cross. Separate bike lanes are still required, although it is common to place bike lanes directly adjacent to vehicle travel lanes.

80 CORVALLIS Transportation System Plan Draft 6 Standards 74 LOCAL STREET CLASSIFICATIONS Local streets prioritize immediate access to adjacent land over long-distance and through travel. A grid system of relatively short blocks connected by local streets can minimize excessive volumes of motor vehicles and encourage more use by people walking and biking. These roadways generally are lined with residences and businesses and are designed to serve lower volumes of low-speed traffic. Desired traffic volumes are less than 2,000 vehicles per day, although in residential areas, traffic volumes no greater than 1,200 vehicles per day are preferred. A statutory 25 mph speed limit applies in most areas. Local streets typically provide low-stress travel routes for people walking and biking. Due to lower vehicle volumes and speeds, dedicated bicycle facilities are not required on local streets and bicyclists can share the lane with vehicles. Dedicated pedestrian facilities are required. Local Connector standards may apply to some local streets based on Corvallis staff guidance during development review and other transportation planning activities. Using a local connector standard allows for flexibility to expand the width of local streets where appropriate. The managed speed of local connecters is 25 mph but the desired traffic volume remains less than 2,000 daily vehicles. Local Connectors generally provide some throughtraffic functions within developments and access to arterials, collectors, and other local streets. Example applications of the local connector standard may include: Direct access to a collector or arterial street Potential transit route Higher traffic volumes than surrounding local streets Fewer driveways than surrounding local streets Residential density of medium or higher

81 CORVALLIS Transportation System Plan Draft 6 Standards 75 The naming convention used by the City of Corvallis for the functional classification system is similar (e.g., collector, neighborhood collector), but not the same as the federal functional classification system naming convention, which is focused on highway mobility and access and not abutting land uses. The relationship between the City and federal functional classification system naming conventions are summarized in Table 9. Being able to clearly align these systems is important in order for the City to qualify for federal funding that is reserved for arterial and collector street projects. The functional classifications of proposed future roadways can be found in Table 10. Proposed roadways from the recommended project list (see Chapter 7) have been assigned a project number for identification purposes (e.g., M101), which is used in the table on the next page. Table 9. Street Functional Class Comparison Between City and Federal CITY OF CORVALLIS Arterial Highway FEDERAL HIGHWAY Principal Arterial Arterial Minor Arterial Collector Major Collector Neighborhood Collector Minor Collector Local Street Local Road

82 CORVALLIS Transportation System Plan Draft 6 Standards 76 Table 10. Functional Classification for Proposed Roadways FUTURE ROUTE FUNCTIONAL CLASSIFICATION A4: OR 99W/US 20-OR 34 Ramps Arterial Highway M6: Circle Boulevard Extension (Witham Hill Drive to Harrison Boulevard) Neighborhood Collector M7: North/South Connection (Airport Road to Goodnight Avenue) Neighborhood Collector M11: Reservoir Avenue Extension (35th Street to 53rd Street) Collector M12: Kings Boulevard Extension (Kings Boulevard North Terminus to Crescent Valley Drive) Arterial M15: Crystal Lake Drive Extension (Park Avenue to Goodnight Avenue) Neighborhood Collector M20: North Corvallis Bypass (OR 34 OR 99W) Arterial Highway M58: East/West Connection (Highland Drive to Lester Avenue Extension [M77]) Collector M59: Circle Boulevard Extension (Harrison Boulevard to Washington Way Extension [M11]) Neighborhood Collector M64: 29th Street Extension (Bunting Drive to Kings Boulevard) Neighborhood Collector M71: Satinwood Street Extension (Satinwood Street to Lester Avenue) Collector M74: Rivergreen Avenue Extension (Rivergreen to North/South Connection M101) Neighborhood Collector M77: Lester Avenue Extension (OR 99W to Highland Drive) Collector M78: Frazier Creek Drive Extension (Elliot Circle Extension to Frazier Creek Drive) Collector M79: North/South Connection (Frazier Creek Drive Extension [M78] to Crescent Valley Drive Extension [M58]) Collector M90: Elliot Circle Extension (OR 99W/Elliot Circle to North UGB) Collector M91: North/South Connection (Frazier Creek Drive Extension [M78] to Lewisburg Avenue) Neighborhood Collector M92: North/South Connection (Crescent Valley Drive to Spring Meadows Drive) Neighborhood Collector M93: Spring Meadows Drive Extension (Existing West Terminus to Highland Drive) Neighborhood Collector M94: North/South Connection (Spring Meadows Drive to Lewisburg Avenue) Neighborhood Collector M95: North/South Connection (Lester Avenue to Crescent Valley Drive) Neighborhood Collector

83 CORVALLIS Transportation System Plan Draft 6 Standards 77 Table 10. Functional Classification for Proposed Roadways, Continued FUTURE ROUTE FUNCTIONAL CLASSIFICATION M98: North/South Connection (Rivergreen Avenue to Airport Avenue Extension [M111]) Collector M99: Herbert Avenue Extension (Herbert Avenue to East UGB) Neighborhood Collector M101: North/South Connection (Airport Place to Rivergreen Avenue Extension [M74]) Collector M105: Washington Way Realignment (15th Street to 11th Street) Collector M108: Technology Loop Extension (Gerold Street to US 20-OR 34) Neighborhood Collector M109: Sagebrush Drive Extension (Sagebrush Drive to 53rd Street) Collector M110: Kiger Island Extension (OR 99W to West UGB) Collector M111: Airport Avenue Extension (OR 99W to North/South Connection [M98]) Collector M112: Gerold Street Extension (West Hill Road to Sagebrush Drive Extension [M109]) Neighborhood Collector M113: North/South Connection (North/South Connection [M79] to Satinwood Street Extension [M71]) Collector M114: Birdsong Drive Extension (49th Street to Country Club Drive) Neighborhood Collector M116: Shasta Drive Extension (Shasta Drive to Frazier Creek Drive Extension [M78]) Neighborhood Collector M117: Raider Way Extension (Crescent Valley Drive to Kings Boulevard Extension [M12]) Collector M118: East/West Connection (66th Street Extension to 53rd Street) Neighborhood Collector M119: North/West Connection (69th Street to West Hills Road) Neighborhood Collector M121: North/South Connection (US 20-OR 34 to West Hills Road) Neighborhood Collector M123: Weltzin Avenue Extension to West UGB Collector M124: East/West Connection (53rd Street to Gerold Street) Neighborhood Collector M125: North/South Connection (Reservoir Avenue to Walnut Boulevard) Neighborhood Collector M127: East/West Connection (Elliot Circle to East UGB) Neighborhood Collector M131: East/West Connection (53rd Street to 45th Street) Neighborhood Collector

84 CORVALLIS Transportation System Plan Draft 6 Standards 78 FREIGHT ROUTES The City of Corvallis does not currently designate freight routes on streets within its jurisdiction. US 20-OR 34 (Corvallis-Newport Highway), OR 99W (Pacific Highway West), US 20 (Albany-Corvallis Highway), and OR 34 (Corvallis-Lebanon Highway) are part of the National Highway System (NHS), Federal Truck Routes, and Reduction Review Routes. 1 All arterial highways are also designated by ODOT as Freight Routes. US 20 and nearby I-5 are two of four Strategic Freight Corridors whose connectivity is vital to the state economy. For example, US 20 is important to companies producing wood/ forest products and I-5 contains some of the major intermodal facilities in the state and moves both heavy and valuable goods to markets around the world. 2 Safe and efficient truck freight movement to and through Corvallis is important for both the local and statewide economies. Streets designated by ODOT as Freight Routes in Corvallis are recognized as being appropriate and commonly traveled corridors for truck passage. Decisions affecting maintenance, operation, or construction on a designated freight route must address potential impacts on the safe and efficient movement of truck traffic. However, the intent is not to compromise the safety of other street users to accommodate truck traffic, especially in areas where many conflicts may be present. The design and management of the state highways in Corvallis is subject to a number of policies and standards in the Oregon Highway Plan and Highway Design Manual intended to maintain safe and efficient movement of large vehicles. LOCAL EVACUATION ROUTES Oregon Highway Plan Goal 1, Policy 1E designates routes for emergency response in the event of an earthquake, categorized as Tier 1, 2, and 3, which indicate highest to lowest priority facilities for attention following a disaster. In Corvallis, OR 99W is classified as a Tier 2 lifeline route, while US 20-OR 34 and OR 34 are classified as Tier 3 lifeline routes. 3 The City will create policy to acknowledge Local Evacuation Routes and the importance of protecting their function for regional emergency response. Such a policy could help inform future decisions regarding proposed changes to these corridors. However, since ODOT maintains jurisdiction over all Local Evacuation Routes and has decision-making authority for any proposed changes, the impact of local policy would primarily be to show support for ODOT protecting the function of these routes. 1 A Reduction Review Route is a statewide designation for freight routes that require state review and ap-proval whenever any reduction to the existing space on a travel way either vertically or horizontally is proposed. 2 Oregon Freight Plan Oregon Seismic Lifelines Identification Project: Seismic Lifelines Evaluation, Vulnerability Synthesis, and Identification

85 CORVALLIS Transportation System Plan Draft 6 Standards 79 FACILITY CROSS-SECTION STANDARDS Cross-section standards identify the design characteristics needed to meet the functional demand for each facility type for City streets. Since the actual design of a facility can vary from segment to segment due to adjacent land uses and demands, this system allows standardization of key characteristics to provide consistency, while recognizing the need for some flexibility in the design standards. Under some conditions a variance to the street standards may be approved by the City Engineer (see section describing Cross-Sections in Special Situations). The TSP includes projects to construct multi-use paths as part of the walking and biking network. Design standards for multi-use paths are included in the City s Design Criteria Manual. Arterial highways in the city are subject to design standards in ODOT s Highway Design Manual chapter on urban highway design (non-freeway), except where the City maintains jurisdiction behind the curb (i.e., planting strips and sidewalks). Design elements described in Table 11 are current only at the time of the TSP update. 1 OSU-owned streets are identified in the Corvallis Land Development Code Chapter 3. SPECIAL DESIGNATION STANDARDS Roadway cross-section standards are generally aligned with the functional classification hierarchy described previously. However, there are situations where special designations, like those described below are appropriate and these have different design standards. Shopping Streets are generally short, low-speed streets intended to support access and circulation within Minor and Major Neighborhood Centers. Downtown/Monroe Avenue street design standards apply to streets that abut property zoned Central Business (CB) and Riverfront (RF), and NW Monroe Avenue between NW 14th Street and NW 26th Street. OSU Street standards apply to improved public travel routes for vehicular, bicycle, and pedestrian use that are identified as private, OSU-owned streets in Chapter 3. Design standards for each of the special street designations are provided in LDC Chapters 3 and 4. In addition, future corridor plans may include refined street cross-sections for specified street segments that would supersede the typical roadway cross-section standards if adopted as an amendment to this TSP. All special street designs included as part of plans completed prior to the adoption of this TSP have been superseded by the street design standards in this plan. 1 Oregon Revised Statutes,

86 CORVALLIS Transportation System Plan Draft 6 Standards 80 ROADWAY CROSS-SECTION STANDARDS Planning level right-of-way needs can be determined using the standards information provided in this section. Table 11 shows the roadway cross-section elements. Features listed as typical indicate that sufficient space for the amenities is included in the standard dimensions. Not typical or Permissible indicates treatments that are allowed for special cases only at the discretion of the City Engineer or City Council Policy (or the discretion of ODOT on arterial highways). 1 Oregon Revised Statutes,

87 CORVALLIS Transportation System Plan Draft 6 Standards 81 Table 11. Cross-Section Standards for Corvallis Roadways ARTERIAL HIGHWAY ARTERIAL COLLECTOR NEIGHBORHOOD COLLECTOR LOCAL LOCAL CONNECTOR Standard Rightof-Way Width No Standard 82 ft. (3-lanes) 68 ft. (2-lanes) 66 ft. (2-lanes, no parking) 50 ft. (parking both sides) 56 ft. (parking both sides) Curb-to-Curb Width No Standard 52 ft. 38 ft. 36 ft. 28 ft. 34 ft. Parking Typical only in Special Transportation Area (STA) Not Typical Not Typical 8 ft. lanes (optional) Shared Surface Both Sides Shared Surface Both Sides Auto Amenities No standard number of lanes (11 12 ft., ft. in STA only) 3-5 Lanes (12 ft.) 2-3 Lanes (11 ft.) 2 Lanes (10 ft.) Shared Surface Shared Surface Bike Amenities 2 Lanes (6 ft.) 2 Lanes (8 ft.) 1 2 Lanes (8 ft.) 2 Lanes (8 ft.) Shared Surface Shared Surface Pedestrian Amenities 2 Sidewalks (6 ft., 10 ft. in densely urbanized areas) Ped. Islands 2 Sidewalks (6 ft.) Ped. Islands 2 Sidewalks (6 ft.) 2 Sidewalks (6 ft.) 2 Sidewalks (5 ft.) 2 Sidewalks (5 ft.) Planting Strips Variable shoulder width or 2 (9 ft.) Strips outside STA 2 (9 ft.) Strips 2 (9 ft.) Strips 2 (9 ft.) Strips or 6ft Strips with Parking 2 (6 ft.) Strips 2 (6 ft.) Strips Transit Permissable/ Typical Typical Typical Typical Permissible/ Not Typical Permissible/ Not Typical Traffic Calming 2 Permissable/Not Typical No No Permissible Permissible Permissible Preferred adjacent land use Low to High Intensity High Intensity Medium to High Intensity Medium Intensity Low Intensity Low to Medium Intensity Access Control Yes Yes Yes Yes No No Turn lanes 12 ft. (10 12 ft. in STA only) plus variable shy/shoulder/ separator width 12 ft. Continuous and/or medians with ped. islands 11 ft. Typical at intersections with Arterials or Collectors Not typical; 10 ft. if needed Not typical; 9 ft. if needed Not typical; 9 ft. if needed Through-traffic connectivity Primary Function Primary Function Typical Function Typical Function Permissible Function Permissible Function Note: These standards do not preclude the flexibility currently allowed by the City Engineer or through variation processes defined in LDC (or the discretion of ODOT on Arterial Highways). 1 Buffered bike lanes are the default standard, though protected bike lanes are allowed where deemed appropriate by the City Engineer. 2 Traffic calming includes such measures as bulbed intersections, speed humps, raised planted medians, mid-block curb extensions, traffic circles, signage, and varied paving materials as identified in the Transportation System Plan.

88 CORVALLIS Transportation System Plan Draft 6 Standards 82 Figures 13 through 18 illustrate the cross-sections standards for arterial highways, arterials, collectors, neighborhood collectors, local streets, and local connectors. Figure 13. Arterial Cross-section Figure 14. Collector Cross-section Figure 15. Neighborhood Collector Cross-section with On-Street Parking

89 CORVALLIS Transportation System Plan Draft 6 Standards 83 Figure 16. Neighborhood Collector Cross-section without On-Street Parking Figure 17. Local Street Cross-section Figure 18. Local Connector Cross-section

90 CORVALLIS Transportation System Plan Draft 6 Standards 84 CROSS-SECTIONS IN SPECIAL SITUATIONS Cross-section standards are intended for new development in unconstrained areas. Redevelopment, areas with Natural Features, Natural Hazards, or other site constraints are special situations that may require non-standard roadway cross-sections. This section describes cross-section standards that may be varied by the City Engineer when a development is being reviewed for approval. Further variation may be allowed through a Lot Development Option, Planned Development, or Capital Improvement Project. Nothing in this section is intended to supersede State requirements for clear and objective standards for residential development. REDUCED STREET WIDTH Street pavement widths of less than 28 feet shall be applied as a condition of development. The condition may require choices between improving the street to the 28-ft. standard or constructing the narrower street with parking bays placed intermittently along the street length. To be applied in medium and higher density residential zones. On local streets, curb-to-curb width may be reduced to 25 ft. with parking on one side, or 20 ft. with no parking. On local streets in industrial areas, curb-to-curb width may be modified to accommodate large vehicles. On local connector streets, curb-to-curb width may be reduced to 28 ft. with parking on one side or 20 ft. with no parking. Where streets cross Natural Features or Natural Hazards, curb- to- curb widths may be minimized by reducing widths for bike lanes, vehicle lanes, and/or eliminating on-street parking. Where streets cross Natural Features or Natural Hazards, right-of-way widths may be minimized by reducing widths for planting strips, bike and/or vehicle lanes, and/or eliminating on-street parking. To minimize right-of-way impacts, planting strips on neighborhood collectors may be reduced to a 6-ft. minimum when on-street parking is provided. To minimize right-of-way impacts, planting strips may be removed at intersections to provide needed turn lanes. PARKING On-street parking along some collector and arterial roadways may be permitted. The City Engineer may require, with new development or redevelopment that abuts areas with existing on-street parking, the continuation or extension of on-street parking along collector and arterial roadways. On local streets in industrial areas, parking may be prohibited. On local streets, on-street parking shall be reduced or eliminated to minimize street widths where streets cross Natural Features or Natural Hazards. AUTO AMENITIES Lane widths shown in Table 3 are the preferred construction standard. In rare cases, on arterial and collector roadways, standard lane widths may need to be reduced, but in no case will that be beyond 10 ft. due to safety concerns.

91 CORVALLIS Transportation System Plan Draft 6 Standards 85 Center turn-lanes may be expanded up to 14 ft. in width on arterials based on expected uses or constraints. Turn lanes may be constructed at any intersection, regardless of functional classification, if approved by the City Engineer. The City cannot approve turn lanes on ODOT facilities. Arterial highway turn lanes are subject to the design standards in ODOT s Highway Design Manual. BIKE AMENITIES Bike lane width may be reduced to 5 ft. only in locations where existing development along an established substandard route or other severe physical constraint precludes construction of the standard facility width. Parallel multi-use paths in lieu of bike lanes are not appropriate due to the multiple conflicts created for bicycles at driveway and sidewalk intersections. In rare instances, separated (but not adjacent) facilities may provide a proper function. Bike lanes on Neighborhood Collectors where on-street parking is present may be placed between the parking aisle and curb, if approved by the City Engineer. PEDESTRIAN AMENITIES For new streets with curbside sidewalks, including local streets, the minimum sidewalk width is 6 ft. On existing streets, 5-ft. minimum sidewalks may be permitted to limit right-of-way impacts. STREET IMPROVEMENTS IMPLEMENTATION PROCESS Implementing standard street designs as part of new or redevelopment can be challenging on existing streets where improvements have already been made according to an older standard or where they would be discontinuous on an unimproved street. A summary of the approach under different conditions is described below (excludes Legacy Streets as defined in City Council Resolution as amended). NEW STREET SEGMENTS Are Natural Features/Hazards/other site constraints present?»» If no, build to match City Standards.»» If yes, refer to the Cross-Sections in Special Situations in this chapter and adjust for constraints. EXISTING UNIMPROVED (NO CURB OR GUTTER) STREET SEGMENTS Does the standard right-of-way width per Table 3 exist at the development site?»» If no, property owner will dedicate half of the right-of-way needed to meet the standard and is obligated for frontage improvements. If the site is adjacent to an improved frontage, standard improvements will be constructed at the time of development; or If the site is not adjacent to an improved frontage, the City Engineer will determine the appropriate requirement that best meets the City s needs:

92 CORVALLIS Transportation System Plan Draft 6 Standards 86 a) sign an irrevocable petition to participate in future construction, b) pre-pay for the improvements, or c) construct the needed improvements at the time of development.»» If yes, no additional right-of-way is required. If the site is abutting an improved frontage, the needed improvements will occur at the time of development; or If the site is not abutting an improved frontage, City Engineer will determine the appropriate requirement that best meets the City s needs: a) sign an irrevocable petition to participate in future construction, b) pre-pay for the improvements, or c) construct the needed improvements at the time of development. EXISTING IMPROVED STREET SEGMENTS WITH A RESIDENTIAL COMPONENT TO THE DEVELOPMENT Does the development require at least 100 feet of sidewalk or require a commercial driveway approach?»» If yes, the sidewalk will be built to the back of the right-of-way per Table 3.»» If no: And sidewalks exist, no improvements are required, but the property owner must sign an irrevocable petition to participate in future construction, or And sidewalks do not exist, the sidewalk will be built to align with the adjacent sidewalk. EXISTING IMPROVED STREET SEGMENTS WITHOUT A RESIDENTIAL COMPONENT TO THE DEVELOPMENT Does the standard right-of-way width per Table 3 exist at the development site?»» If yes, no additional right of way is required and property owner is obligated to improve their frontage as determined during plan review and approval.»» If no, property owner will dedicate half of the right-of-way needed to meet the standard and is obligated to improve their frontage as determined during plan review and approval. Does the standard right-of-way width per Table 3 exist at the development site?»» If yes, no additional right of way is required.»» If no, property owner will dedicate half of the right-of-way needed to meet the standard.

93 CORVALLIS Transportation System Plan Draft 6 Standards 87 ACCESS MANAGEMENT STANDARDS The number and spacing of access points, such as driveways and street intersections, along a roadway affects its function and capacity. Access Management is the control of these access points to achieve the desired balance between through mobility and local accessibility consistent with the functional classification of the street. Access management is especially important on arterial and collector facilities to reduce motor vehicle congestion and crash rates and to provide for safe and efficient travel. Since each access point represents an additional location for potential conflicts, reducing or consolidating driveways on these facilities can decrease collisions and preserve capacity on high-volume roads, maintaining traffic flow and mobility within the city, and reducing cut-through traffic. CORVALLIS ACCESS SPACING STANDARDS FOR PRIVATE DRIVEWAYS Development and roadway projects located on City arterials, collectors, and neighborhood collectors that construct or significantly modify private driveways shall meet the access spacing standard requiring a minimum of 150 feet between adjacent driveways and/or street intersections. 1 Private driveways include private streets, as well as site driveways to developed and undeveloped property. A variation to the access spacing standards may be granted by the City Engineer where deemed appropriate (e.g., in areas with limited property frontage and/or environmental constraints or in established commercial areas such as downtown Corvallis). These spacing standards do not apply to local streets. 1 Spacing measured from centerline to centerline of adjacent driveways and/or street intersections.

94 CORVALLIS Transportation System Plan Draft 6 Standards 88 MOBILITY STANDARDS Mobility standards, or targets, are the thresholds set by an agency for the maximum amount of motor vehicle congestion that is acceptable for a given roadway. Adopted mobility standards can be used to prioritize investment decisions and help the City ensure that transportation facilities are improved in a timely manner to support new growth. If these standards are set too low, the City may experience more motor vehicle congestion than is acceptable for the quality of service desired and cut-through traffic may occur. However, if they are set too high, the cost of meeting them would include construction of more paved surfaces and may result in excessive impacts to property and the environment or may discourage future development. CORVALLIS MOBILITY STANDARDS Corvallis mobility standard uses a volume-tocapacity (v/c) ratio as the basis to measure congestion 1 and allows for facilities under City jurisdiction to operate at a maximum v/c ratio of 0.85 during the weekday a.m. and p.m. peak hours. For signalized intersections, the combined intersection v/c ratio (not individual legs) must comply with the standard. For unsignalized intersections, all movements serving 20 vehicles per hour or more must comply with the standard. When calculating the v/c ratio, the methodology from the latest Highway Capacity Manual published by the Transportation Research Board is applied. Corvallis s mobility standards will be applied to Benton County facilities inside the UGB where County policy permits. OSU has expressed an interest in exploring a multimodal mobility standard or creating a special designation for the OSU campus area that would allow for a unique mobility standard that better reflects the campus multimodal environment. Following the adoption of this TSP, the City and OSU will work together to explore the feasibility of a special mobility standard for the OSU campus area and the impacts of such a standard on the overall transportation network. 1 Volume to capacity (v/c) ratio: A decimal representation (between 0.00 and 1.00) of the proportion of capacity that is being used (i.e., the saturation) at a turn movement, approach leg, or intersection. It is determined by dividing the peak hour traffic volume by the hourly capacity of a given intersection or movement. A lower ratio indicates smooth operations and minimal delays. As the ratio approaches 1.00, motor vehicle congestion increases and performance is reduced.

95 CORVALLIS Transportation System Plan Draft 6 Standards 89 MOBILITY TARGETS FOR STATE HIGHWAYS It is important for a TSP to identify the deficiencies that would exist at the end of a 20-year planning horizon if the community grows in accordance with its existing adopted land use plan and no additional improvements are made during that period of time. A TSP should also identify a full range of conceptual transportation system projects and services that would address those deficiencies. However, it is equally important for a TSP to realistically identify which transportation projects and services are reasonably likely to be implemented over the 20-year planning horizon, based on financial or other constraints. This exercise enables the community and, as appropriate, the state to establish realistic expectations for how that transportation system will likely operate at the end of the 20-year planning horizon. Because the financial and other constraints that have been faced by state and local governments over the last 20 years are expected to continue into the foreseeable future, it is often the case that the local and/or state roadways will not be improved to the extent that they will be able meet local level-of-service (LOS) standards or, in the case of ODOT, roadway volume-to-capacity (v/c) ratio based mobility target standards at the end of the 20-year planning horizon if the community grows in accordance with its existing, adopted land use plan. This inability to meet roadway operational performance standards has become common in larger communities or in smaller communities with roadways that experience higher travel demands. In these cases, it is appropriate to adjust roadway operational performance expectations to match the conditions that are forecasted to exist at the end of the 20-year planning horizon. This is typically accomplished through the adoption of alternative local standards or state mobility targets. Adopting alternative State mobility targets or local operational performance standards does not mean that ODOT or a local jurisdiction only has aspirations to meet a lowered operational performance standard. Projects that are needed and supported by ODOT and the local jurisdiction, but which are not reasonably likely to be funded within the 20-year planning horizon, can be included on an illustrative project list. Establishing alternative mobility targets for State roadways is simply an exercise in adjusting roadway operational performance expectations to match realistic expectations for how the roadways are actually forecasted to operate, taking into account financial and other constraints and assuming implementation of the existing, adopted local land use plan.

96 CORVALLIS Transportation System Plan Draft 6 Standards 90 Mobility targets for state highways are established by the Oregon Transportation Commission (OTC) through their adoption into the Oregon Highway Plan (OHP). In addition to establishing realistic expectations for future transportation system operational performance, this process helps reduce the potential for state and local conflicts over potential land use or zoning changes by not continuing to require compliance with unrealistic standards or targets that both parties acknowledge cannot likely be achieved over the 20-year planning horizon due to financial or other constraints. Through this TSP update process, it was found that seven intersections on state highways in Corvallis currently experience congestion in excess of the adopted OHP mobility targets. By 2040, that number is forecasted grow to 14 intersections. Because of expected financial or other constraints, it has been determined that it is not reasonably likely to assume that ODOT or the City will be able to mitigate the forecasted operational deficiencies at these 14 intersections by making project or program improvements that increase capacity. Because improving these 14 intersections to comply with existing State mobility targets is considered not reasonably likely to happen within the 20-year planning horizon, ODOT has agreed to request that the OTC adopt alternative state mobility targets for each of these locations. After City adoption of the updated Corvallis TSP, ODOT will prepare a staff report for the OTC requesting that alternative mobility targets be adopted for each of these 14 locations. If funds do become available during the 20-year planning horizon to improve any of the 14 intersections for which the alternative mobility targets are requested, ODOT and the OTC will adjust those alternative mobility targets accordingly to account for the improvement(s).

97 CORVALLIS Transportation System Plan Draft 6 Standards 91 LOCAL STREET CONNECTIVITY Local street connectivity for pedestrians, bicyclists, and transit riders is required by the state Transportation Planning Rule (OAR ) and is important for Corvallis continued development. Providing adequate connectivity can reduce the need for wider roads, traffic signals, and turn lanes. Increased connectivity can reduce a city s overall vehicle miles traveled (VMT), balance the traffic load on major facilities, encourage community members to seek out other travel modes, and reduce emergency vehicle response times. While improvements to local street connectivity are easier to implement in developing areas, retrofitting existing areas to provide greater connectivity should also be attempted. Corvallis s existing street connectivity is limited primarily by natural features such as hills, wetlands, railroads, large industrial developments, and by areas yet to be developed. The LDC regulates proposed development to ensure good transportation system connectivity is provided. This section refers to the TSP for the location of new arterial, collector, and neighborhood collector streets. Local connector and local streets are to be located based on an approved street network plan, pursuant to the LDC dimensional standards which establish maximum lengths of complete blocks and block faces. To establish appropriate expectations for the abutting neighborhood, when development constructs stub streets, the City will install signs that indicate that future connectivity will occur.

98 CORVALLIS Transportation System Plan Draft Chapter/Section Name 92

99 CORVALLIS Transportation System Plan Draft 7 Improvements 93 7 IMPROVEMENTS Multimodal system solutions were identified to address the existing and future transportation needs reported in Chapter 4. Initial candidate projects were reviewed and refined by City staff and community members through the public process to produce Illustrative Projects lists (i.e., the comprehensive lists of all desired projects regardless of funding limitations) for Corvallis. In general, the projects are organized by travel mode; some address multiple modes. After the solutions were identified, they were evaluated to assess how well they satisfied the four primary community transportation goals and associated objectives. For more information about the evaluation process, refer to Chapter 2, Vision, Evaluation Criteria. The resulting multimodal system solutions were prioritized into three groups High, Medium and Low priority based on their evaluation scores. Chapter 8 presents the highest priority projects in terms of community value and needs. The remainder of this chapter presents the transportation plan solutions in tabular and map formats. Each project includes a description, the travel mode affected, the responsible lead agency, the likely funding source, a preliminary cost estimate, the project priority and who initially recommended the project. These Illustrative lists include all projects regardless of cost, priority, or the likelihood of being constructed within the planning horizon.

100 CORVALLIS Transportation System Plan Draft 7 Improvements 94 PLANNED TRANSPORTATION SYSTEM Tables 12 through 16 and Figures 19 through 23 describe the recommended solutions for Corvallis transportation system through the year Solutions are presented in five categories (order does not imply priority): 1. Pedestrian and Bicycle (has benefits for people walking or bicycling) 2. Pedestrian (has benefits for people walking only) 3. Bicycle (has benefits for people bicycling only) 4. Multimodal (has benefits for auto, pedestrian, and bicycle modes) 5. Auto/Freight (has benefits for vehicles only) Each solution is assigned a primary funding source and responsible lead agency for planning purposes, however, these designations do not create any obligation for funding. A few important comments about each funding source: City projects the City has no discretionary fund to advance project design and construction. The City s transportation SDC fee program provides funding for projects that expand the system to serve growth, and cannot be used to address current needs. Benton County projects the City would like these projects to be prioritized in the next 20 years, but these decisions are ultimately up to the County. The City can, however, choose to use its funds to help support State or County projects thus expediting the timeline on those projects the City would like prioritized. In fact, the City currently collects SDCs for select improvements to the State and County system that benefits the community. Private development projects will likely be built in coordination with land use actions and future development. Concurrent with the City s Transportation System Plan efforts, a separate plan was developed for the transit system. The City s Transit Development Plan, adopted August 2018, identified projects to expand transit routes to serve a larger part of the community and to provide more frequent service on existing routes. Please refer to the Transit Development Plan for a complete description of the transit system strategies and investments. State projects the City could use the project information to apply for grants or other funding mechanisms to fund these projects. The State has made no commitment to date, however, they could opt to allocate discretionary funds in the future.

101 CORVALLIS Transportation System Plan Draft 7 Improvements 95 PEDESTRIAN AND BICYCLE Pedestrian and Bicycle projects provide connections and improve mobility for people on foot and for people riding bicycles. Pedestrian and Bicycle projects are typically multi-use paths that provide access for non-motorized modes of transportation separated from vehicular traffic and roadways, though some multi-use paths are located parallel to roadways. Alignments shown on maps within this document are conceptual. Final alignments and facility design will be dependent on approved plans at the time of construction. Some of the projects are from the Parks Master Plan and are included in this TSP because they provide connectivity for people using bicycles for transportation between sites, in contrast to recreation. An Active Transportation Toolkit has been developed to help identify street design elements that could be used to improve active transportation travel such as walking, transit, and bicycling. The Toolkit includes treatments, design recommendations, technical resources, cost estimates, and the best street environments for applying specific treatments. Refer to Volume 2 for more information. Figure 19 is a map of those projects. Table 12. Bicycle and Pedestrian Solutions PROJECT ID PB2 PB4 PB9 PB11 PROJECT TYPE New Multi-Use Path PROJECT NAME Harrison Boulevard/ 35th Street Multi-Use Path COST ESTIMATE PRIMARY FUNDING SOURCE $495,000 City/OSU High PRIORITY SOURCE Corvallis 1996 TSP, CAMPO RTP Develop multi-use path between Harrison Boulevard and 35th Street, along the boundary between OSU and residential neighborhood. Pedestrian/ Bicycle Crossings Bicycle/ Pedestrian RR Crossing $550,000 City/Railroad High Corvallis 1996 TSP, Project Team Improve 11 deficient railroad crossings within the city. The railroad crossings are difficult to cross and present a safety hazard. Improvements would reconstruct the crossing surfaces to be safe, effective and to enhance the city s intermodal transportation system. Locations include: SE Avery at SE Allen, SW Western at SW 7th Street, SW Jefferson at SW 6th Street, NW Van Buren at NW 6th Street, NE Conifer Boulevard at OR 99W, NE Conifer Boulevard at Cheldelin Middle School, NW Buchanan Ave between 5th and 9th Streets, SW Western at SW 6th Street, NW Monroe at NW 6th Street, NW Harrison at NW 6th Street, and 11th Street. New Multi-Use Path Northeast Corvallis Multi-Use Path $440,000 ODOT/City High Corvallis 1996 TSP Construct a multi-use path between Circle Boulevard and Conifer Boulevard, following the railroad tracks parallel to OR 99W. The preferred location for this path is on the east side of the railroad tracks. If this is not feasible, the path may be constructed in the highway right-of-way on the west side of the tracks. Wayfinding Multi-Use Path Wayfinding $270,000 City Low CAMPO RTP Install wayfinding signage (including signage, maps, and pavement markings) along multi-use paths throughout Corvallis to provide navigational information, provide guidance to destinations of interest, and reassure users that they are on the correct route.

102 CORVALLIS Transportation System Plan Draft 7 Improvements 96 Table 12. Bicycle and Pedestrian Solutions, Continued PROJECT ID PB12 PB13 PB14 PB15 PB16 PB17 PB19 PB20 PB25 PROJECT TYPE Wayfinding PROJECT NAME Downtown Corvallis Wayfinding COST ESTIMATE PRIMARY FUNDING SOURCE PRIORITY SOURCE $375,000 City Low CAMPO RTP, Install wayfinding signage for bicycle and pedestrian travel in the downtown area to provide navigational information, provide guidance to destinations of interest, and reassure users that they are on the correct route. New Multi-Use Path OR 99W Multi- Use Path $175,000 ODOT/City High CAMPO RTP Extend the OR 99W multi-use path from Conifer Boulevard north to Elks Drive Pedestrian/ Bicycle Crossings US 20-OR 34 Grade-Separated Crossing $1,000,000 ODOT High Stakeholder Request Construct a grade-separated crossing of US20-OR34 between OR 99W and 15th Street (alignment to be determined). The purpose of this project is to provide people walking and bicycling a low stress alternative to crossing the highway at 15th Street. This project should include a trail connection to the Pioneer Park trail network to complete the route. New Multi-Use Path South Corvallis Multi-Use Path $2,614,000 ODOT/City High Stakeholder Request Construct a 3.5-mile multi-use path parallel to the railroad in Southeast Corvallis, between Marys River south to Airport Avenue. The preferred alignment should be on top of the planned sewer line easement that s being acquired east of the track with development. Coordinate with Project PB25 and PB26. To connect to the Corvallis-Philomath Multi-Use Path, extend the path east along the south side of Marys River to the existing pedestrian and bicycle crossing at the SE 3rd Street bridge. Refinement Study Monroe Avenue Shared Pedestrian, Bicycle, Transit Street Study $200,000 City/OSU Medium Stakeholder Request Conduct a study to evaluate the safety of walkers, bicyclists, transit users and motor vehicles along Monroe Avenue from 14th Street to 26th Street. Develop street design alternatives which enhance the environment for pedestrians and bicyclists, while also supporting multimodal access to local businesses along the corridor. Pedestrian/ Bicycle Crossings Marys River Path Crossing $410,000 ODOT Medium Stakeholder Request Construct a bicycle/pedestrian bridge over Marys River and construct multi-use paths to connect the Pioneer Park trail network on the north side to the South Corvallis Multi-Use Path (project PB15) on the south side. Bridge project 17th Street Bridge $355,000 City High Project Team To allow for a neighborhood bikeway on 16th/17th Streets as part of a Low Stress Network, construct a new pedestrian/bicycle bridge over Dixon Creek. Coordinate with Project B42 and P35. New Multi-Use Path Bald Hill Farm Trail $30,000 County Low STIP Build 1/2-mile section of trail on Bald Hill Farm to replace an existing public trail that resides on a private road on the farm. Pedestrian/ Bicycle Crossings SW Cummings Avenue Railroad Crossing $500,000 City/ODOT/ Railroad High Stakeholder Request Develop connection over railroad to SW Allen Street for pedestrians/bicycles. Coordinate with Project PB26 depending on final alignment of the South Corvallis Multi-Use Path (PB15).

103 CORVALLIS Transportation System Plan Draft 7 Improvements 97 Table 12. Bicycle and Pedestrian Solutions, Continued PROJECT ID PB26 PB27 PB29 PB31 PB34 PB49 PROJECT TYPE Pedestrian/ Bicycle Crossings PROJECT NAME SW Tunison Avenue Railroad Crossing COST ESTIMATE $500,000 PRIMARY FUNDING SOURCE City/ODOT/ Railroad PRIORITY Low SOURCE Stakeholder Request Develop connection over railroad to SW Allen Street for pedestrians/bicycles. This connection may be needed if the South Corvallis Multi-Use Path (PB15) is constructed on the west side of the railroad tracks, however, the connection may not be necessary if PB25 is implemented. Bridge Project Study Brooklane Bridge $200,000 City Medium Stakeholder Request Study feasibility of new bicycle/pedestrian bridge over Marys River along the Goodnight Avenue Brooklane Place alignment. Pedestrian And Bicycle Safety Improvements OR 99W Multi- Use Path and Circle Boulevard $275,000 City/ODOT High Stakeholder Request Improve intersection and safety - Options may include 1) curb radius reductions that shorten crossing distance from southwest corner while supporting freight vehicles ability to turn without crossing double yellow line and 2) constructing a channelized right-turn with pork chop island for pedestrians and 3) installing a traffic signal for right-turning vehicles or an unsignalized marked crossing. Cost includes new island and a new traffic signal. Coordinate with Projects M5, B27, and A56. Refinement Study OR 99W South Corvallis Refinement Study $500,000 City/ODOT High Stakeholder Request Conduct a study to evaluate safety improvements to the OR 99W corridor that would make this route in South Corvallis a more safe, comfortable and attractive place to walk and bike. New Multi-Use Path OR 99W Multi-Use Path Downtown Extension $330,000 City/ODOT High Stakeholder Request Use railroad right-of-way or obtain easements between property lines to extend OR 99W path from Buchanan Avenue to 6th or 7th St. in downtown. Depending on the final alignment, if a bridge over Dixon Creek is required, it may increase costs by about $400,000. New Multi-Use Path Goodnight Avenue Caldwell Multi- Use Path $858,000 City High 2015 Parks Master Plan Develop new multi-use path connecting Goodnight Avenue and Brooklane Drive, via Caldwell Natural Area. Connect to Willamette Park via the low-stress network along Goodnight Avenue to Park Avenue (B22). Project PB27 is required as Phase 1 of this project. This is a parks projects, but is included in this TSP because it is an element of the low-stress network, and provides connectivity for people using bicycles for transportation.

104 CORVALLIS Transportation System Plan Draft 7 Improvements 98 Table 12. Bicycle and Pedestrian Solutions, Continued PROJECT ID PB63 PB65 PB66 PB68 PB69 PB74 PB75 PB76 PB77 PROJECT TYPE Bridge Project PROJECT NAME Confluence of Willamette and Marys River Bridge COST ESTIMATE PRIMARY FUNDING SOURCE $355,000 City High PRIORITY SOURCE Stakeholder Request Develop multi-use path connection (bridge) between existing Willamette River Trail and Parks Master Plan Willamette Park Trail Extension. New Multi-Use Path OR 99W Multi-Use Path Extension $1,535,000 City/ODOT/ Developers High Extend multi-use path starting at Elks Drive along OR 99W to Lewisburg Road Bicycle/ Pedestrian Safety Improvements 11th Street/ Buchanan Avenue Safety Improvements Stakeholder Request $150,000 City High CAMPO RTP Intersection improvements (pedestrian/bicycle safety): Install curb extensions to reduce crossing distances. Intersection improvements 9th Street/ Polk Avenue Intersection Improvements $295,000 City Medium Stakeholder Request Intersection improvements (safety) - Options may include relocating the traffic signal and pedestrian crossing to intersect with north leg of Polk Avenue and constructing a pedestrian refuge island across the south side of new signalized intersection. Pedestrian Safety Improvements Monroe Avenue/16th Street $35,000 City Medium Intersection safety improvements may include adding curb extensions. New Multi-Use Path Crystal Lake Drive - Chester Avenue Multi-Use Path Stakeholder Request $55,000 Developer Medium Project Team Require future development to include multi-use path connecting Crystal Lake Drive to Chester Avenue along existing well-used unpaved desire-line path through grass. A path may not be necessary if Chester Avenue is extended west. New Multi-Use Path Porter Park Multi-Use Path $50,000 City High Project Team To allow a connection on Garfield Avenue at 17th Street, add a paved path through Porter Park connecting 17th Street with existing bridge and Garfield. Coordinate with Project P35, PB19 and B42. Corridor improvements Coolidge Way Corridor Improvements $130,000 City High Project Team Implement pedestrian and bicycle safety improvements along Coolidge Way between 29th Street and Fillmore Avenue. Options may include extending curbs and tightening corners to reduce speeds and reduce pedestrian crossing distance. New Multi-Use Path Crest Dr - Woodland Meadow Park Trail $45,000 City Medium Project Team Pave existing well-used desire-line path through grass in Woodland Meadow Park connecting Circle Boulevard path to Crest Drive

105 CORVALLIS Transportation System Plan Draft 7 Improvements 99 Table 12. Bicycle and Pedestrian Solutions, Continued PROJECT ID PB78 PB79 PROJECT TYPE Intersection improvements PROJECT NAME Campus Way and 14th Street Intersection Improvements COST ESTIMATE PRIMARY FUNDING SOURCE PRIORITY SOURCE $75,000 OSU High Project Team Modify intersection to improve safety and facilitate pedestrians and bicycles crossing 14th Street on Campus Way. Options may include constructing a traffic circle or traffic diverter to prevent left turns and through movement except for bicycles. Coordinate with Project B35 and Project B46. Pedestrian/ Bicycle Crossing Low Stress Network Crossing $25,000 City High Project Team Demonstration project to implement safe pedestrian and bicycle crossings on the low stress network. Possible candidates include Tyler Avenue at NW Kings Boulevard. Specific location to be determined. PB80 PB81 PB83 PB84 PB85 PB86 Pedestrian/ Bicycle Crossing Tyler Avenue and 3rd Street Crossing $65,000 City/ODOT High Project Team Intersection crossing improvement may include constructing curb extensions to facilitate pedestrian and bicycle crossing, which may require removal of parking spaces near Tyler Avenue. Pedestrian/ Bicycle Crossing Tyler Avenue and 2nd Street Crossing $25,000 City/ODOT High Project Team Intersection improvements - Options may include removing the center turn lane on northbound approach and installing a refuge island to facilitate crossing 2nd Street for pedestrians and people on bikes. New Multi-Use Path Conifer Multi-Use Path $135,000 City Medium Project Team Use existing right-of-way and utility easement along Conifer Boulevard between Satinwood Street and Bryant Street to develop pedestrian and bicycle connection. Path would reduce out-of-direction travel for residents visiting Wildcat Park and students of Wilson Elementary School. This project would require impacts to private property. This project is one segment of a citywide low-stress network. Coordinate with the Corvallis School District 509J. New Multi-Use Path 33rd Street Multi-Use Path $25,000 City High Project Team Construct paved path between Tyler Avenue and Polk Avenue. Evidence of well-used desire-line path through grass. New Multi-Use Path OR 99W Riverfront Connector $2,260,000 ODOT Low 9th Street Improvement Plan Construct paved path between Riverfront Path extension and OR 99W Multi-Use Path extension (PB 34). Dixon Creek and vacant land between NE 2nd Street/NE 1st Street and Buchanan Avenue/4th Street provide a potential alignment for the path. Bicycle/ Pedestrian Safety Improvements 3rd Street/OR 99W/Crystal Lake Drive/Avery Avenue $861,600 ODOT High Stakeholder Request Intersection Improvements (safety): Safety improvements to address known right hook conflicts for bicyclists in the bike lanes. Options may include bike boxes, improved curb cuts to provide better bicycle access between multi-use path and Crystal Lake Drive or, the installation of flexible bollards or other cost efficient methods of increasing turning radius and slowing vehicles to improve pedestrian and bicycle safety. Project is subject to ODOT approval.

106 CORVALLIS Transportation System Plan Draft 7 Improvements 100 Figure 19. Pedestrian/Bicycle Projects ÍÎ99W Lewisburg Ave Frazier Creek Dr Highland Dr Shasta Ave Elliot Cir Elliot Cir Crescent Valley Dr PB65 Lester Ave Highland Dr Elks Dr PB4 Ponderosa Ave Walnut Blvd Satinwood St PB83 PB9 PB13 Conifer Blvd PB4 Conser St 20 Walnut Blvd Witham Hill Dr Highland Dr Circle Blvd PB29 PB14 PB77 29th St Kings Blvd Garfield Ave PB75 PB19 Grant Ave 9th St 36th St PB76 Buchanan Ave PB4 Oak Creek Dr PB20 Reservoir Ave 53rd St Harrison Blvd West Hills Rd PB79 PB2 PB84 30th St Western Blvd PB69 PB16 Harrison Blvd PB78 PB4 PB4 PB66 Monroe Ave PB14 PB68 PB34 PB4 PB81 PB4 PB12 PB4 PB4 PB63 PB85 PB4 PB80 «34 Research Way Country Club Dr 35th St PB4 PB25 PB17 PB74 PB rd St Brooklane Dr PB27 PB26 PB31 Alexander Ave Crystal Lake Dr PB49 Goodnight Ave Midvale Dr PB15 Kiger Island Dr Herbert Ave Pedestrian/ Bicycle Projects Airport Ave Legend Pedestrian/ Bicycle Projects Pedestrian/ Bicycle Segment Project Parks Master Plan Project Pedestrian/ Bicycle Intersection Project ÍÎ 99W Pedestrian/ Bicycle Area Project N Miles Urban Growth Boundary Corvallis City Limit Parks and/or Natural Areas

107 CORVALLIS Transportation System Plan Draft 7 Improvements 101 PEDESTRIAN Pedestrian projects improve safety and comfort for people walking and using mobility assistance devices. Pedestrian projects support access along roadways and reduce the difficulty of crossing streets mid-block or at busy intersections. Locations shown on maps within this document are conceptual. Final alignments and facility types will be dependent on approved plans at the time of construction. Figure 20 is a map of those projects. Table 13. Pedestrian Solutions PROJECT ID P1 P2 P3 PROJECT TYPE New sidewalks PROJECT NAME 35th Street Sidewalks COST ESTIMATE PRIMARY FUNDING SOURCE PRIORITY SOURCE $125,000 City/Developer High TM 7 Sidewalk infill along west side of 35th Street between Washington and Campus Way. 35th Street is close to high demand area (OSU) and is expected to see increased development in the future. Widen sidewalks Madison Avenue Sidewalks $255,000 Developer Medium Corvallis 1996 TSP Widen sidewalk for sidewalk multi-use path. Widen sidewalk on north side to 12 feet between 6th-8th and 9th-14th. Pedestrian crossings 9th Street Pedestrian Crossings $180,000 City High CAMPO RTP; 9th Street Improvement Plan Complete recommendations of the 9th Street Improvement Plan for pedestrian crosswalks, which may include providing an pedestrian crossing along 9th Street between Buchanan Avenue and Grant Avenue, and between Grant Avenue and Garfield Avenue. P4 P5 P17 P22 Pedestrian safety improvements Highland Drive/ Meadow Ridge Place $25,000 City Medium CAMPO RTP Improve pedestrian safety - options may include adding a marked crosswalk at Highland Drive and Meadow Ridge Place, which would improve visibility for pedestrians accessing bus stops on Highland Drive, for both residents of Meadow Ridge Place and Highland Dell Drive and improving street lighting. Improve sidewalks City-wide sidewalk retrofit $150,000 per year City/ODOT High CAMPO RTP Develop program to install ADA ramps, install new sidewalks, and retrofit existing sidewalks to be ADA compliant throughout the city. In general, ramp replacements are assumed at $5,000 per ramp and sidewalk infill is assumed at $100 per foot. Pedestrian safety improvements Harrison Boulevard and 29th Street Safety Improvements $35,000 City High TM 7 Improve crossing safety - Options may include curb radius reduction and curb extensions. New sidewalks Country Club Drive Sidewalks $295,000 City/Developer High TM 12 Add sidewalks on Country Club Drive between 35th Street and 45th Street. Sidewalks provide connectivity in area with limited street network and improve access to transit stops.

108 CORVALLIS Transportation System Plan Draft 7 Improvements 102 Table 13. Pedestrian Solutions, Continued PROJECT ID P27 P33 P34 P35 P36 P41 P44 P45 PROJECT TYPE New sidewalks PROJECT NAME Harrison Boulevard Sidewalks COST ESTIMATE PRIMARY FUNDING SOURCE PRIORITY SOURCE $440,000 City/Developer High TM 12 Add sidewalks on Harrison Boulevard between Witham Drive and 53rd Street/Walnut Boulevard. New sidewalks provide access along arterial where there is limited street connectivity. Sidewalks also provide pedestrian access in area expected to see growth in the future. Pedestrian crossings NW Garfield Avenue and NW Kings Boulevard Pedestrian Crossings $100,000 City High Stakeholder Request Intersection crossing improvements - Options may include adding curb extensions, traffic control or enhanced crossing to improve yielding compliance at crosswalk and increase visibility at night. Pedestrian safety improvements Monroe Avenue and Kings Boulevard Pedestrian Safety $35,000 City High Stakeholder Request Intersection safety improvements may include adding curb extensions to reduce pedestrian crossing distance. Pedestrian safety improvements Garfield Avenue/ Porter Park Crosswalk $15,000 City High Stakeholder Request Add raised crosswalk where Porter Park path crosses Garfield Avenue west of 17th Street; move/replace existing speed bumps to accommodate new raised crosswalk. Coordinate with Project B42, PB19 and PB75. Pedestrian safety improvements Circle Boulevard/ Woodland Meadow Park Crosswalk $10,000 City High Stakeholder Request Add crosswalk where park path crosses Circle Boulevard between Lantana Drive and Witham Hill Drive. Safety Pedestrian Safety Improvements $150,000 per year City High Project Team Establish annual program with funding to construct 4-6 pedestrian projects annually such as curb extensions, pedestrian-activated crossings and other improvements throughout the city to improve pedestrian safety and enhance pedestrian connectivity. Pedestrian Safety 35th Street and Campus Way Crossing Improvements $47,000 City/OSU High Pedestrian safety and crossing improvements at 35th Street and Campus Way. New sidewalks Brooklane Drive Sidewalks $485,000 City/ Assessments to property owners Medium Add sidewalks to Brooklane Drive between US 20/OR 34 and Hawkeye Avenue Capital Improvement Program Plan Stakeholder Request

109 CORVALLIS Transportation System Plan Draft 7 Improvements 103 Table 13. Pedestrian Solutions, Continued PROJECT ID P47 P50 P51 P53 P55 P56 P57 P58 PROJECT TYPE New sidewalks PROJECT NAME West Hills Road Sidewalks COST ESTIMATE $495,000 PRIMARY FUNDING SOURCE City/ Developer/ Assessments to property owners PRIORITY High SOURCE Corvallis 1996 TSP, CAMPO RTP Add sidewalks to both sides of West Hills Road between Western Boulevard and 53rd Street. Area is expected to see future growth. Sidewalks also provide access to transit and increase connectivity where there is a limited street network. Coordinate with Project M3. New sidewalks Country Club Drive $125,000 City/ Developer/ Assessments to property owners Medium Project Team Add sidewalks on SW Country Club Drive between 49th Street and 53rd Street on south side to improve pedestrian safety and access to transit stops. New sidewalks Philomath Boulevard (US 20/OR 34) $135,000 ODOT/ Developer High Project Team Add sidewalk on Philomath Boulevard (US 20/OR 34) between 53rd Street and Technology Loop on north side to provide access to transit stops. New sidewalks West Hills Road $340,000 Developers/ Assessments to property owners Medium Project Team Add sidewalks on West Hills Road between Winding Way and 53rd Street on south side to improve pedestrian safety and provide access to transit stops. Pedestrian crossing NW Harrison Pedestrian Crossings $10,000 City High Project Team Install a marked pedestrian crossing on Harrison Boulevard near Harding Center between 31st and 33rd Streets. Pedestrian crossings 30th Street Pedestrian Crossings $200,000 City/OSU Low Project Team Implement pedestrian crossing improvements along 30th Street between Harrison Boulevard and Western Boulevard. The City will work with OSU to identify appropriate improvements to be implemented. Pedestrian Safety 35th Street and Jefferson Way Crossing Improvements $47,000 City/OSU Medium Pedestrian safety and crossing improvements at 35th Street and Jefferson Way. Pedestrian Safety 35th Street and Washington Way Crossing Improvements $47,000 City/OSU Medium Pedestrian safety and crossing improvements at 35th Street and Washington Way. Stakeholder Request Stakeholder Request

110 Kings Blvd CORVALLIS Transportation System Plan Draft 7 Improvements 104 Figure 20. Pedestrian Projects ÍÎ99W Lewisburg Ave Frazier Creek Dr Highland Dr Shasta Ave Elliot Cir Elliot Cir Crescent Valley Dr PB65 Lester Ave Highland Dr Ponderosa Ave P4 Walnut Blvd Satinwood St PB83 Elks Dr PB9 PB13 PB4 Conifer Blvd Conser St PB4 20 Walnut Blvd Witham Hill Dr PB77 29th St P33 P35 Highland Dr Garfield Ave P3 Circle Blvd PB29 P36 PB75 Grant Ave PB19 9th St Oak Creek Dr PB20 Reservoir Ave P53 53rd St Harrison Blvd P27 West Hills Rd PB79 P47 P44 P57 36th St PB2 P1 PB84 P55 30th St P56 PB66 P17 P34 PB69 PB78 PB68 PB4 PB4 PB4 PB4 PB4 P58 Western Blvd PB76 Fillmore Ave PB16 Washington Way PB14 Harrison Blvd P16 PB81 P2 PB34 PB85 PB4 PB63 PB4 PB80 PB4 « rd St P51 P50 Research Way Country Club Dr P22 35th St P45 Brooklane Dr PB27 PB4 PB25 PB26 PB31 PB74 Alexander Ave Crystal Lake Dr PB86 PB49 Goodnight Ave Midvale Dr PB15 Kiger Island Dr Herbert Ave Pedestrian Projects Airport Ave Legend Pedestrian Projects Pedestrian Segment Project Pedestrian/ Bicycle Segment Project Parks Master Plan Project ÍÎ 99W Pedestrian Intersection Project Pedestrian/ Bicycle Intersection Project N Miles Urban Growth Boundary Corvallis City Limit Parks and/or Natural Areas

111 CORVALLIS Transportation System Plan Draft 7 Improvements 105 BICYCLE Bicycle projects are intended to provide people traveling by bicycle with direct and lower stress routes. Alignments and locations of bicycle projects within this document are conceptual and subject to further public review and refinement through field studies. Final bike route alignments and facility types will be dependent on approved plans at the time of construction. As noted in Chapter 6, Standards, the options for bike facilities range from shared lanes to high quality bikeways. The roadway standards indicate the type of bikeway and width allocated for new facilities, however, retrofitting bike facilities within limited right-of-way on existing streets may require reduction in standard widths for selected street elements to avoid requiring more right-of-way. Furthermore, buffered bike lanes are the default standard on neighborhood collectors, collectors, and arterials, though City policy allows protected bike lanes on arterials, where deemed appropriate. City staff may investigate the feasibility of installing protected bike lanes on existing arterials as a separate effort. traffic, and can form the backbone of a citywide bicycle network. Low-stress networks include neighborhood bikeways, multi-use paths, and limited segments of buffered and protected bike lanes. Low-stress networks can be implemented in phases, by corridor or even by segment. Neighborhood bikeways are one element of a low-stress network. They are local streets with lower vehicle speeds and traffic volumes. They incorporate crossing improvements (such as median refuge islands and rapid flashing beacons) as well as traffic calming measures (such as speed humps, chicanes, curb extensions and diverters). Additional information on elements of neighborhood bikeways are included in the Active Transportation Toolkit. Figure 21 is a map of the Bicycle solution projects and a map of the projects in the low-stress network is in Figure 22. Several of the projects listed below are part of a low-stress network. These are routes that provide a clear bicycle network connecting many destinations along routes that are tend to be safer and more comfortable for people of all ages and abilities to use bicycles as a mode of transportation. They are designed to give priority to through bicycle traffic and minimize through vehicle

112 CORVALLIS Transportation System Plan Draft 7 Improvements 106 Table 14. Bicycle Solutions PROJECT ID B1 B2 B5 B6 B11 B15 B16 B18 PROJECT TYPE New bike lanes PROJECT NAME Harrison Boulevard Bike Lanes COST ESTIMATE PRIMARY FUNDING SOURCE PRIORITY SOURCE $10,000 City Medium Corvallis 1996 TSP Add bike lanes along Harrison Boulevard between 29th Street and 36th Street. Adding bike lanes may require expansion of roadway and removal of trees. Project B39 (Tyler Avenue Neighborhood Bikeway) may provide east-west connectivity parallel to Harrison Boulevard in the interim. New bicycle parking Improve bicycle parking. New bike lanes Bicycle Parking $10,000 City/Developer Low Corvallis 1996 TSP Alexander Avenue Bike Lanes $15,000 Developers/ Assessments to property owners Medium Corvallis 1996 TSP Add bike lanes to Alexander Avenue between Crystal Lake Drive and 3rd Street/OR 99W. Reconfiguring the existing curb-to-curb lane configuration and/or widening the street may be required. This may result in narrower lanes and reductions in on-street parking. New bike lanes Park Avenue Bike Lanes $15,000 Developers/ Assessments to property owners Medium Corvallis 1996 TSP Add bike lanes on Park Avenue between Crystal Lake Drive and 3rd Street/OR 99W. Reconfiguring the existing curb-to-curb lane configuration and/or widening the street may be required. This may result in narrower lanes and reductions in on-street parking. Widen bike lanes study 29th Street Bike Lanes $200,000 City Medium TM 12 Study the feasibility of widening bicycle lanes along 29th Street between Harrison Boulevard and Walnut Boulevard New bike lanes 9th Street Bike Lanes $60,000 City Medium TM 12 Add bike lanes on 9th Street between Polk Avenue and Monroe Avenue. Project would require reallocation of roadway from two lanes in each direction, to one lane in each direction, with center turn lane and bike lanes. Project would require analysis of traffic volumes, turning movements and level of service to determine potential impacts of reconfiguration. Project cost includes $50,000 for study and analysis, and $10,000 to implement bike lanes. Reduce bicycle stress Walnut Boulevard Bicycle Lanes $90,000 City Medium TM 12 Improve bicycle conditions on Walnut Boulevard between Jack London Street and Witham Hill Drive, which may include buffered bike lanes. Buffered bike lanes may require lane removals, lane width reductions or a combination of both. Reduce bicycle stress Garfield Avenue Bike Lanes $32,000 City High TM 12 Improve bicycle conditions on Garfield Avenue between 9th Street and 29th Street, which may include buffered bike lanes. A buffered bike lane may require the removal of parking, roadway widening, or both. This project is one element of a citywide low-stress network.

113 CORVALLIS Transportation System Plan Draft 7 Improvements 107 Table 14. Bicycle Solutions, Continued PROJECT ID B21 B22 B25 B26 B27 B31 B35 B38 PROJECT TYPE Reduce bicycle stress PROJECT NAME Van Buren Avenue Bike Lanes COST ESTIMATE PRIMARY FUNDING SOURCE PRIORITY SOURCE $30,000 City/ODOT Medium TM 12 Improve bicycle conditions on Van Buren Avenue between Kings Boulevard and the Willamette River, which may include buffered bike lanes. Buffered bike lanes may require narrower lanes, or removal of parking. Reduce bicycle stress Goodnight Avenue Bike Lanes $20,000 City Medium TM 12 Improve bicycle conditions on Goodnight Avenue between OR 99W and Park Avenue, which may include buffered bike lanes. Buffered bike lanes may require removing parking or expanding roadway width, or converting roadway to local classification with neighborhood bikeway. Reduce bicycle stress Kings Boulevard Bike Lanes $30,000 City Medium TM 12 Improve bicycle conditions on Kings Boulevard between Walnut Boulevard and Grant Avenue, which may include buffered bike lanes. Buffered bike lanes may require removal of center turn lane, lane narrowing, roadway widening, or combination of all three. Reduce bicycle stress Highland Drive Bike Lanes $45,000 City Medium TM 12 Improve bicycle conditions on Highland Drive between Circle Boulevard and Harrison Boulevard, which may include buffered bike lanes. Buffered bike lanes may require removal of parking, lane narrowing, roadway widening, or a combination of all three. Reduce bicycle stress 9th Street Bike Lanes $80,000 City Medium TM 12 Improve bicycle conditions on 9th Street between Monroe Avenue and Elks Drive, which may include buffered bike lanes. Buffered bike lanes may require removal of center turn lane, lane narrowing, removal of travel lanes, roadway expansion, or a combination of all four. Cost estimate based on lane restriping. Coordinate with B15 and PB68. US 20 bicycle study US 20 Bike Lanes $200,000 ODOT/ Developers Medium Stakeholder Request Conduct study of adding buffered bike lanes to NE 2nd Avenue (US 20) between Downtown and the northeast UGB boundary. Study would analyze whether expanding the roadway width would be necessary, and the cost to do so. Reduce bicycle stress Monroe Avenue and 14th Street Bicycle Amenities $5,000 City/OSU High Stakeholder Request Improve bicycle facilities at the Monroe Avenue/14th Street intersection, which may include adding bicycle amenities such as bike boxes, wayfinding, etc. to improve bicycle safety and access. Bicycle boxes can increase driver awareness of bicycles, provide dedicated space for bicyclist to make left turns without turning from the center turn lane. New neighborhood bikeway and Low-Stress Network Elmwood Drive Neighborhood Bikeway/Circle Boulevard Low- Stress Roadway $155,000 City High Project Team Develop low-stress route from Elmwood Drive and Firwood Drive, via 27th Street, and Circle Boulevard, to eastern UGB boundary. Segments on local roadways would be designated as a neighborhood bikeway. Segments along arterials and collectors would require buffered bike lanes. Buffered bike lanes may require lane removal, roadway expansion, narrower lanes, or a combination of all three. This project is one segment of a citywide low-stress network. Refer to Low-Stress Network map for routing.

114 CORVALLIS Transportation System Plan Draft 7 Improvements 108 Table 14. Bicycle Solutions, Continued PROJECT ID B39 B40 B41 B42 B43 PROJECT TYPE New neighborhood bikeway PROJECT NAME Tyler Avenue Neighborhood Bikeway COST ESTIMATE PRIMARY FUNDING SOURCE PRIORITY SOURCE $125,000 City High Project Team Develop neighborhood bikeway along Tyler Avenue and Polk Avenue between Elizabeth Drive on the west, and the Willamette River on the east. This project is one segment of a citywide low-stress network. Refer to Low-Stress Network map for routing. Coordinate with Project B51. New neighborhood bikeway Alta Vista Drive/34th Street Neighborhood Bikeway $70,000 City High Project Team Develop neighborhood bikeway along Alta Vista Drive and 34th Street between Circle Boulevard and Crest Drive on the north, and 35th Street and Harrison Blvd on the south. This project is one segment of a citywide low-stress network. Refer to Low-Stress Network map for routing. New neighborhood bikeway 27th Street Neighborhood Bikeway $135,000 City/OSU High Project Team Develop neighborhood bikeway along 27th Street between Walnut Boulevard and 25th Street on the north, and 26th Street and OSU on the south. This project is one segment of a citywide low-stress network. Refer to Low-Stress Network map for routing. The City will work with OSU to identify appropriate improvements to be implemented. New neighborhood bikeway 16th/17th Street Neighborhood Bikeway $135,000 City High Project Team Develop neighborhood bikeway along 16th and 17th Streets between Walnut Boulevard and Rolling Green Drive on the north, and 14th Street and Monroe Avenue on the south. This project is one segment of a citywide low-stress network. Refer to Low-Stress Network map for routing. New neighborhood bikeway 11th Street Neighborhood Bikeway $210,000 City High Project Team Develop neighborhood bikeway along 11th Street between 13th Street and Angelica Drive on the north, and 15th Street and E Avenue on the south, which may include adding curb extensions at the Monroe Street/11th Street intersection to improve pedestrian and bicycle safety. This project is one segment of a citywide low-stress network. Refer to Low-Stress Network map for routing. Coordinate with Project M47.

115 CORVALLIS Transportation System Plan Draft 7 Improvements 109 Table 14. Bicycle Solutions, Continued PROJECT ID B44 B46 B47 B48 B50 B51 PROJECT TYPE New neighborhood bikeway PROJECT NAME Beca Avenue/ Lincoln Avenue Neighborhood Bikeway COST ESTIMATE PRIMARY FUNDING SOURCE PRIORITY SOURCE $175,000 City High Project Team Develop neighborhood bikeway along Lincoln Avenue and Beca Avenue between Merrie Drive and OR 99W Multi-Use Path. This project is one segment of a citywide low-stress network. Refer to Low-Stress Network map for routing. This cost includes a $60,000 segment of multi-use path along Kings Boulevard between Lincoln Avenue and Beca Avenue. New neighborhood bikeway Campus Way/ Madison Avenue Neighborhood Bikeway $135,000 City/OSU High Project Team Develop neighborhood bikeway along Campus Way (under OSU jurisdiction) between western OSU boundary and 11th Street, Madison Avenue between 11th Street and the Riverfront Park Multi-Use Path for westbound travel, and on Jefferson Avenue between 7th Street and the Riverfront Park Multi-Use Path for eastbound travel. Segments along Jefferson Avenue may require roadway widening to install a buffered bike lane. This project is one segment of a citywide low-stress network. Refer to Low-Stress Network map for routing. New neighborhood bikeway SE Corvallis Neighborhood Bikeway $135,000 City/ Assessments to property owners High Project Team Develop neighborhood bikeway in Southeast Corvallis from Vera Avenue and Crystal Lake Drive, along Vica Way, Bethel Street, Thompson Street, Goodpark Street, Summerfield Drive and Dockside Drive to Shoreline Drive. This project is one segment of a citywide low-stress network. Refer to Low-Stress Network map for routing. New neighborhood bikeway Lancaster Street Neighborhood Bikeway $85,000 City High Project Team Develop neighborhood bikeway along Lancaster Street from Lancaster and Oxford Circle, to Jack London Street and Circle Boulevard. This project is one segment of a citywide low-stress network. Refer to Low- Stress Network map for routing. New neighborhood bikeway NE Corvallis Neighborhood Bikeway $120,000 City High Project Team Develop neighborhood bikeway between 13th Street and Angelica Drive, via Anjini Circle, Sundance Circle, Satinwood Street, Maxine Avenue, Bryant Street, Conifer Boulevard, Cambridge Circle, and Plymouth Circle and Sherwood Way to Village Green Park. Segment along Satinwood Street may require buffered bike lanes. Segment along Conifer Boulevard between 9th Street and Cambridge may require lane narrowing, roadway widening, removal of parking, or a combination of all three. This project is one segment of a citywide low-stress network. Refer to Low-Stress Network map for routing. Project PB83 provides a multiuse path that could provide alternate alignment for this neighborhood bikeway. Buffered Bike Lanes 5th Street Buffered Bike Lanes $55,000 City/ODOT High Project Team Improve bicycle conditions along 5th Street between Western Avenue and Buchanan Avenue, which may include constructing buffered bike lanes. An alternative alignment on 2nd Street may be suitable. Buffered bike lanes may require removal of parking, lane narrowing, and/or conversion of angled parking to parallel parking. This project is one segment of a citywide low-stress network. Refer to Low-Stress Network map for routing. Coordinate with Project B39.

116 CORVALLIS Transportation System Plan Draft 7 Improvements 110 Table 14. Bicycle Solutions, Continued PROJECT ID B54 PROJECT TYPE New bike lanes PROJECT NAME Brooklane Drive bike lanes COST ESTIMATE $15,000 PRIMARY FUNDING SOURCE City/ Developer/ Assessments to property owners PRIORITY Medium SOURCE Project Team Install bike lanes to fill existing bicycle network gap between Agate Avenue (west) and Agate Avenue (east).

117 CORVALLIS Transportation System Plan Draft 7 Improvements 111 Figure 21. Bicycle Projects ÍÎ99W Lewisburg Ave Frazier Creek Dr Highland Dr Shasta Ave Elliot Cir Elliot Cir Crescent Valley Dr PB65 Lester Ave Highland Dr Elks Dr PB4 Ponderosa Ave Walnut Blvd Satinwood St PB83 B16 PB9 PB13 B48 PB4 Conifer Blvd B50 Conser St 20 Walnut Blvd B25 Highland Dr B27 B38 Circle Blvd PB29 Oak Creek Dr Harrison Blvd Witham Hill Dr PB79 PB14 36th St PB77 B40 PB84 B1 29th St B11 B41 PB76 Kings Blvd B44 Garfield Ave PB19 Grant Ave Buchanan Ave B39 PB75 PB4 PB66 PB68 B43 B26 B18 9th St PB20 PB2 30th St Harrison Blvd PB16 PB85 B31 B46 B42 B15 B21 PB80 PB81 Reservoir Ave 53rd St West Hills Rd PB69 Western Blvd B35 PB78 PB4 PB4 PB14 PB4 PB4 B46 PB4 PB63 PB4 PB4 «34 Research Way Country Club Dr 35th St PB4 PB25 PB17 PB74 PB rd St B54 Brooklane Dr PB27 PB26 PB49 PB31 Alexander Ave B47 B6 B5 Goodnight Ave B53 Crystal Lake Dr B22 Midvale Dr PB15 Kiger Island Dr Herbert Ave Bicycle Projects Airport Ave Legend Bicycle Projects Bicycle Segment Project Pedestrian/ Bicycle Segment Project Parks Master Plan Project ÍÎ 99W Bicycle Intersection Project Pedestrian/ Bicycle Intersection Project N Miles Urban Growth Boundary Corvallis City Limit Parks and/or Natural Areas

118 CORVALLIS Transportation System Plan Draft 7 Improvements 112 Figure 22. Low Stress Network ÍÎ99W Lewisburg Ave Frazier Creek Dr Highland Dr Shasta Ave Elliot Cir Elliot Cir Crescent Valley Dr PB65 Lester Ave Highland Dr Elks Dr Ponderosa Ave PB58 Walnut Blvd Satinwood St PB83 PB9 PB13 B48 Conifer Blvd B50 Conser St 20 Walnut Blvd Witham Hill Dr P36 P35 Highland Dr B38 Circle Blvd 29th St B41 Kings Blvd PB75 Grant Ave Garfield Ave PB19 B18 9th St 36th St B40 B44 Buchanan Ave Oak Creek Dr Reservoir Ave 53rd St Harrison Blvd PB79 PB2 PB44 PB84 30th St B46 Washington Way PB78 B39 B42 B43 Harrison Blvd Monroe Ave B51 PB34 B46 PB85 PB80 PB81 «34 West Hills Rd Western Blvd PB63 Research Way Country Club Dr 35th St PB25 PB74 PB rd St PB45 Brooklane Dr PB27 PB26 PB15 Alexander Ave B47 Crystal Lake Dr PB49 Goodnight Ave B53 Midvale Dr Kiger Island Dr Herbert Ave Low-Stress Bicycle Network Projects Airport Ave Legend Low-Stress Segment Projects Arterial or Collector Road Local Road Low-Stress Intersection Projects ÍÎ 99W Arterial or Collector Road Local Road N Miles Urban Growth Boundary Corvallis City Limit Parks and/or Natural Areas

119 CORVALLIS Transportation System Plan Draft 7 Improvements 113 MULTI-MODAL SOLUTIONS Multimodal investments seek to create a connected local and regional transportation network for all modes in Corvallis. Most Multimodal projects are new streets or improvements to existing streets to bring them up to current design standards, with the resulting corridor including facilities for people driving, walking, and bicycling. New roadways should be constructed to align with existing street intersections, whenever possible. Alignments shown on maps within this document are conceptual. Final alignments will be dependent on approved plans at the time of construction. There are a few new roadways for which the City has identified specific alignments: M12, M108, M124, and M118. Construction of new streets in the city will most likely occur in one of two ways: 1) A property owner s development activity triggers the minimum thresholds for street improvement or 2) The City initiates the construction of the street to relieve a significant congestion or safety problem on the system, or to promote development. If any street improvements are required to be partially or fully funded by the property owner, the City is only legally able to compel the property owner to fund an improvement that passes the statutory rough proportionality test. Figure 23 is a map of the Multimodal solution projects. Table 15. Multimodal Solutions PROJECT ID M2 M3 M4 M5 PROJECT TYPE Intersection - Mobility PROJECT NAME 26th Street/ US 20-OR 34 Improvements COST ESTIMATE PRIMARY FUNDING SOURCE PRIORITY SOURCE $1,295,000 ODOT Medium Project Team Intersection improvements (capacity): Options may include 1) constructing an eastbound right-turn lane or eastbound left-turn lane, 2) constructing bike lanes on 26th Street, and 3) adding bicycle detection at the multi-use path approaches to the intersection. Note: Retaining wall along Oak Creek would be required. Project is subject to ODOT approval. Project has potential impacts to or may be constrained by environmental resources. Modernization West Hills Road Modernization $10,036,000 County/ Developer High Corvallis 1996 TSP Modernization improvements along West Hills Road between Western Boulevard and 53rd Street. Project has potential impacts to or may be constrained by environmental resources. Modernization Ponderosa Avenue Modernization $6,339,000 City/Developer Medium Corvallis 1996 TSP Modernization improvement along Ponderosa Avenue between Cassia Place and West UGB. Project has potential impacts to or may be constrained by environmental resources. Intersection - Safety & Mobility Circle Boulevard/ 9th Street Improvements $1,156,000 City Medium Corvallis 1996 TSP, 9th Street Plan Intersection improvements (capacity and safety): Options may include constructing a northbound right-turn lane, an eastbound right-turn lane, a westbound right-turn lane, traffic signal modifications (northbound right-turn and eastbound right-turn overlap), 5) lengthening the northbound left-turn lane, and 6) pedestrian/bicycle improvements. Requires ROW acquisition. Coordinate with Project B27.

120 CORVALLIS Transportation System Plan Draft 7 Improvements 114 Table 15. Multimodal Solutions, Continued PROJECT ID M6 M7 M8 M9 M10 M11 M12 M13 PROJECT TYPE New Roadway PROJECT NAME Circle Boulevard Extension to Harrison Boulevard COST ESTIMATE PRIMARY FUNDING SOURCE PRIORITY SOURCE $8,416,000 City/Developer Medium Corvallis 1996 TSP New roadway extension: Construct Circle Boulevard Extension to neighborhood collector standard between existing stub and Harrison Boulevard. New Roadway New N-S 1 Neighborhood Collector from Airport Avenue to Goodnight Avenue $25,361,000 City/Developer Medium Corvallis 1996 TSP, South Corvallis Area Plan New roadway extension: Construct new neighborhood collector connecting Airport Avenue to Goodnight Avenue west of OR 99W. Project has potential impacts to or may be constrained by environmental resources. New Roadway Van Buren Bridge (New Construction) $69,000,000 ODOT High Corvallis 1996 TSP Reconstruct a new two-lane bridge across the Willamette River. Address weight restriction and vertical clearance on Van Buren Bridge to avoid out-of-direction travel for trucks. Project is subject to ODOT approval. Project has potential impacts to or may be constrained by environmental resources. Modernization Harrison Boulevard Widening $10,330,000 County/ Developer Medium Corvallis 1996 TSP Modernization improvements along Harrison Boulevard between 36th Street and 53rd Street including bike lanes. Coordinate with Project P27. Project has potential impacts to or may be constrained by environmental resources. Modernization 53rd Street Widening $27,348,000 County/ Developer Medium Corvallis 1996 TSP Modernization improvements along 53rd Street between Harrison Boulevard and US 20-OR 34, consistent with the 5-lane cross-section identified in the West Corvallis - North Philomath Plan. Project has potential impacts to or may be constrained by environmental resources. New Roadway Reservoir Avenue Extension $21,062,000 City/OSU Medium West Area Plan New roadway extension: Extend Reservoir Avenue to connect with Washington Way and construct to collector standard. During the planning horizon covered by this TSP, the construction of this projects will not be required by the property owner unless the underlying Comprehensive Plan designation changes and development is proposed on the parcel. In general it is anticipated that M59 will not be needed prior to construction of M11. Project has potential impacts to or may be constrained by environmental resources. New Roadway King Boulevard Extension $39,938,000 City/Developer Medium Corvallis 1996 TSP New roadway extension: Extend Kings Boulevard from current stub north to Crescent Valley Drive and construct to arterial standard. Project has potential impacts to or may be constrained by environmental resources. Modernization Highland Drive Widening $16,948,000 County/ Developer Medium Corvallis 1996 TSP Modernization improvements along Highland Drive between Angelica Drive and Lewisburg Road. Project has potential impacts to or may be constrained by environmental resources.

121 CORVALLIS Transportation System Plan Draft 7 Improvements 115 Table 15. Multimodal Solutions, Continued PROJECT ID M14 M15 M16 M20 M23 M27 M29 PROJECT TYPE Modernization PROJECT NAME COST ESTIMATE PRIMARY FUNDING SOURCE Lewisburg Avenue Widening $15,389,000 County/ Developer PRIORITY Medium SOURCE Corvallis 1996 TSP Modernization improvements along Lewisburg Avenue between OR 99W and west UGB. Project has potential impacts to or may be constrained by environmental resources. New Roadway Crystal Lake Drive Extension $3,004,000 County/ Developer Medium Corvallis 1996 TSP New roadway extension: Extend Crystal Lake from Park Avenue to Goodnight Avenue and construct to neighborhood collector standard. Intersection - Safety & Mobility Benton County CIP 53rd Street Railroad Crossing $7,000,000 County Medium , CAMPO RTP Intersection improvements (capacity and safety): Options may include reconstructing the crossing including right-of-way acquisition and roadway realignment. Coordinate with Project M10. Project has potential impacts to or may be constrained by environmental resources. New Roadway North Corvallis Bypass $145,789,000 ODOT Medium Corvallis 1996 TSP, Corvallis Willamette River Crossing/ Van Buren Bridge Proposed Solutions 2009 New roadway extension: Construct the 2-lane northern leg of the OR 34 bypass from the existing OR 34 Bypass intersection across the Willamette River connecting to US 20 and OR 99W north of Polk Avenue. Coordinate with Project M8. Note: Some Right of Way acquisition is needed west of the Willamette River. Project is subject to ODOT approval. Project has potential impacts to or may be constrained by environmental resources. Intersection - Safety Walnut Boulevard/ Witham Hill Drive/Glenridge Drive $280,000 City Medium Stakeholder Request Intersection improvements (safety): Options may include extending the westbound merge on Walnut Boulevard. Project has potential impacts to or may be constrained by environmental resources. Intersection - Safety Country Club Drive/69th Street/US 20-OR 34 $5,679,000 ODOT Low Stakeholder Request Intersection Improvements (safety): Improvements needed to mitigate complex intersection and poor street alignments. Improvements may include realigning Country Club Drive and 69th Street and constructing a roundabout. Project is subject to ODOT approval. Intersection - Safety Harrison Boulevard/Kings Boulevard $10,000 City High Stakeholder Request Intersection improvements to mitigate potential driver confusion at a complex intersection. Options may include improving wayfinding signage.

122 CORVALLIS Transportation System Plan Draft 7 Improvements 116 Table 15. Multimodal Solutions, Continued PROJECT ID M30 M47 M49 M58 M59 M60 PROJECT TYPE Intersection - Safety & Mobility PROJECT NAME Grant Avenue/29th Street COST ESTIMATE PRIMARY FUNDING SOURCE PRIORITY SOURCE $599,000 City Medium Stakeholder Request Intersection improvements (capacity and safety): Options may include: 1) Close Coolidge Way at the intersection of Grant Avenue/29th Street and connection to Grant Avenue just east of the intersection, 2) Create a public plaza and construct curb extensions to shorten the crossing distance, or 3) Install a traffic signal or roundabout. Note: Initial costs assumes a traffic signal. Project has potential impacts to or may be constrained by environmental resources. Intersection - Safety & Mobility 15th Street/US 20-OR 34 $1,600,000 ODOT High Project Team Intersection improvements (capacity and safety): Options may include 1) Constructing an eastbound left-turn lane, which would require reconstruction of the southwest corner to align the eastbound through lane and its receiving lane, 2) Traffic signal modifications to include protected northbound and eastbound left-turns, 3) Reduce turning radii to reduce speed, 4) Installing freight sensors to allow freight to pass through without braking to reduce noise pollution, 5) Adding bike box to improve safety, 6) Bicycle detection for signal at multi-use path approaches to the intersection, and/or 7) Modifying grading to improve visibility. Project is subject to ODOT approval. Coordinate with Project B43. Intersection - Safety & Mobility Van Buren Avenue/4th Street $121,000 ODOT Medium Project Team Intersection improvements (capacity and safety): Options may include 1) Extending the eastbound right-turn lane, 2) Removing parking to construct an eastbound left-turn lane, or 3) Removing parking to construct curb extensions. Initial costs include the eastbound right-turn and eastbound left-turn lane improvements. Project is subject to ODOT approval. New Roadway New E-W 1 Collector from Highland Drive to Lester Ave Extension $7,145,000 County/ Developer Medium North Corvallis Plan New roadway extension: Construct new collector between Highland Drive and Lester Avenue Extension. Project has potential impacts to or may be constrained by environmental resources. New Roadway Circle Boulevard Extension $9,028,000 OSU Medium Project Team New roadway extension: Extend Circle Boulevard between Harrison Boulevard and New E-W Collector (M11) and construct to neighborhood collector standard. During the planning horizon covered by this TSP, the construction of this project will not be required by the property owner unless the underlying Comprehensive Plan designation changes and development is proposed on the parcel. In general, it is anticipated that M59 will not be needed prior to construction of M11, unless the underlying Comprehensive Plan designation changes, and the resulting development requires access to Harrison Boulevard. Project has potential impacts to or may be constrained by environmental resources. Corridor - Safety & Mobility Western Boulevard Improvements $5,392,000 City Medium Project Team Corridor (capacity and safety): Construct a center turn lane on Western Boulevard between 4th Street and 26th Street and construct high visibility crosswalks along this segment. Note: Initial cost assumes up to 5 high visibility crosswalks along this segment and the specific locations have not been identified. Coordinate with Project A28. Project has potential impacts to or may be constrained by environmental resources.

123 CORVALLIS Transportation System Plan Draft 7 Improvements 117 Table 15. Multimodal Solutions, Continued PROJECT ID M61 M64 M70 M71 M74 M77 M78 PROJECT TYPE Corridor - Safety PROJECT NAME Arnold Way Improvements COST ESTIMATE PRIMARY FUNDING SOURCE $1,305,000 City Low PRIORITY SOURCE Harrison Corridor Study Intersection improvements (safety): Safety improvements to reduce auto/bicycle/pedestrian conflicts and reduce speeding may include: 1) Realign Van Buren Avenue, west of Arnold Way and to intersect Arnold Way to form a T-intersection and close 28th Street at the intersection of 28th Street/Arnold Way and 2) Realign Jackson Avenue to intersect Arnold Way to form a T-intersection and close 27th Street at the intersection of 27th Street/Arnold Way. New Roadway 29th Street Extension $7,533,000 City/Developer Medium North Corvallis Plan New roadway extension: Construct 29th Street Extension to neighborhood collector standard between Bunting Drive and Kings Boulevard Extension. Project has potential impacts to or may be constrained by environmental resources. New Roadway NE Walnut Boulevard Extension $7,828,000 City/Developer Medium New roadway extension: Construct NE Walnut Boulevard Extension to collector standard between US 20 and Circle Boulevard. Project has potential impacts to or may be constrained by environmental resources. New Roadway Satinwood Street Extension $6,294,000 City/Developer Medium Good Samaritan Regional Medical Center Campus Master Plan 2014 New roadway extension: Construct Satinwood Street Extension to collector standard between existing stub and Lester Avenue Extension. Project has potential impacts to or may be constrained by environmental resources. New Roadway Rivergreen Avenue Extension $10,975,000 City/Developer Medium Project Team New roadway extension: Construct Rivergreen Avenue Extension to neighborhood collector standard between OR 99W and new Collector between Airport Place and Rivergreen Avenue Extension (M101). Project has potential impacts to or may be constrained by environmental resources. New Roadway Lester Avenue Extension $15,650,000 County/ Developer Medium New roadway extension: Construct Lester Avenue Extension to collector standard between Highland Drive and OR 99W. Project has potential impacts to or may be constrained by environmental resources. New Roadway Frazier Creek Drive Extension $26,027,000 County/ Developer Medium North Area Plan North Area Plan New roadway extension: Construct Frazier Creek Drive Extension to collector standard between Crescent Valley Drive and West Elliot Circle Extension. Project has potential impacts to or may be constrained by environmental resources.

124 CORVALLIS Transportation System Plan Draft 7 Improvements 118 Table 15. Multimodal Solutions, Continued PROJECT ID M79 M90 M91 M92 M93 M94 PROJECT TYPE New Roadway PROJECT NAME New N-S 2 Collector parallel to, and east of, Highland Drive COST ESTIMATE $16,622,000 PRIMARY FUNDING SOURCE County/ Developer PRIORITY Medium SOURCE North Area Plan New roadway extension: Construct a new N-S roadway parallel to, and east of, Highland Drive to collector standard between Frazier Creek Extension and new E-W Collector from Highland Drive to Lester Avenue Extension (M58). Project has potential impacts to or may be constrained by environmental resources. New Roadway West Elliot Circle Construction $22,965,000 County/ Developer Medium North Area Plan New roadway extension: Construct West Elliot Circle Extension, west of OR 99S, to collector standard between OR 99W and the north UGB. Project has potential impacts to or may be constrained by environmental resources. New Roadway New N-S 3 Neighborhood Collector between Lewisburg Avenue and Frazier Creek Drive Extension $8,911,000 County/ Developer Medium North Area Plan New roadway extension: Construct new neighborhood collector between Lewisburg Avenue and Frazier Creek Drive Extension. Project has potential impacts to or may be constrained by environmental resources. New Roadway New N-S 4 Neighborhood Collector between Crescent Valley Drive and Spring Meadow Drive $9,406,000 County/ Developer Medium New roadway extension: Construct new neighborhood collector between Crescent Valley Drive and Spring Meadow Drive. Project has potential impacts to or may be constrained by environmental resources. New Roadway Spring Meadow Drive Extension $7,921,000 County/ Developer Medium North Area Plan North Area Plan New roadway extension: Construct Spring Meadow Drive Extension to neighborhood collector standard between Highland Drive and existing stub. Project has potential impacts to or may be constrained by environmental resources. New Roadway New N-S 5 Neighborhood Collector between Lewisburg Drive and Spring Meadow Drive Extension $4,951,000 County/ Developer Medium North Area Plan New roadway extension: Construct new neighborhood collector between Lewisburg Avenue and Spring Meadow Drive Extension. Project has potential impacts to or may be constrained by environmental resources.

125 CORVALLIS Transportation System Plan Draft 7 Improvements 119 Table 15. Multimodal Solutions, Continued PROJECT ID M95 M98 M99 M100 M101 PROJECT TYPE New Roadway PROJECT NAME New N-S 6 Neighborhood Collector between Lester Avenue and Crescent Valley Drive COST ESTIMATE $9,571,000 PRIMARY FUNDING SOURCE County/ Developer PRIORITY Medium SOURCE North Area Plan New roadway extension: Construct new neighborhood collector between Lester Avenue and Crescent Valley Drive. Project has potential impacts to or may be constrained by environmental resources. New Roadway New N-S 7 Collector between Rivergreen Avenue and Airport Avenue Extension $31,979,000 City/Developer Medium South Area Plan New roadway extension: Construct new collector between Rivergreen Avenue and Airport Avenue Extension. New Roadway Herbert Avenue Extension $7,145,000 County/ Developer Medium Project Team New roadway extension: Construct Herbert Avenue Extension to collector standard between OR 99W and East UGB. Project has potential impacts to or may be constrained by environmental resources. Modernization Corliss Avenue Widening $5,445,000 City/Developer Medium South Area Plan Modernization improvements along Corliss Avenue between OR 99W and East UGB. Project has potential impacts to or may be constrained by environmental resources. New Roadway New N-S 8 Neighborhood Collector between Airport Place and Rivergreen Avenue Extension $25,686,000 City/Developer Medium South Area Plan New roadway expansion: Construct a new collector between Airport Place and Rivergreen Avenue Extension (M74).

126 CORVALLIS Transportation System Plan Draft 7 Improvements 120 Table 15. Multimodal Solutions, Continued PROJECT ID M102 M104 M105 M106 M107 M108 M109 M110 M111 PROJECT TYPE Intersection - Safety & Mobility PROJECT NAME 25th Street/Park Terrace Place/ Monroe Avenue Improvements COST ESTIMATE PRIMARY FUNDING SOURCE PRIORITY $35,000 City Medium SOURCE OSU Campus Master Plan (2004) Intersection improvements (capacity and safety): Options may include restricting northbound and eastbound approaches to right-in, right-out only to improve traffic operations and pedestrian/bicycle safety. Coordinate with Project PB16. Study Downtown Circulation Study $350,000 City/ODOT High Project Team Downtown Circulation Study to address a range of concerns and identify potential solutions expressed in the downtown area including: parking, motor vehicle circulation, bicycle connectivity, freight operations (loading), transit and pedestrian design. Also evaluate improvements at 3rd Street/OR 99W/OR 34 Ramp to address traffic operations/merge and identify pedestrian and bicycle improvements along 2nd Street. Project is subject to ODOT approval. Project has potential impacts to or may be constrained by environmental resources. New Roadway Washington Avenue Realignment $1,676,000 City/OSU Medium Stakeholder Request New roadway extension: Realign Washington Avenue as the east leg of the existing Washington Avenue/15th Street intersection to form a 4-legged, 90-degree intersection. Modernization Lester Avenue Modernization $5,848,000 County/ Developer Medium Stakeholder Request Modernization improvements along Lester Avenue between Kings Boulevard Extension and Highland Drive. Project has potential impacts to or may be constrained by environmental resources. Modernization Crescent Valley Drive Modernization $17,821,000 County/ Developer Medium Stakeholder Request Modernization improvements along Crescent Valley Drive between Lewisburg Avenue and Highland Drive. Project has potential impacts to or may be constrained by environmental resources. New Roadway Technology Loop Extension $3,970,000 City/Developer Medium Stakeholder Request New roadway extension: Construct Technology Loop Extension to neighborhood collector standard between US 20-OR 34 and Gerold Street. Coordinate with A18 and M138. Project is subject to ODOT approval. Project has potential impacts to or may be constrained by environmental resources. New Roadway Sagebrush Drive Extension $17,011,000 City/Developer Medium Stakeholder Request New roadway extension: Construct a new collector between 53rd Street and 35th Street to provide connection between Sagebrush Drive and Cherry Avenue. Project has potential impacts to or may be constrained by environmental resources. New Roadway Kiger Island Extension $15,820,000 County/ Developer Medium South Corvallis Area Plan New roadway extension: Construct Kiger Island Extension to collector standard between OR 99W and west UGB. New Roadway Airport Avenue Extension $3,232,000 County/ Developer Medium South Corvallis Area Plan New roadway extension: Construct Airport Avenue Extension to collector standard between OR 99W and New N-S Collector between Rivergreen Avenue and Airport Avenue Extension (M98). Coordinate with Project A13.

127 CORVALLIS Transportation System Plan Draft 7 Improvements 121 Table 15. Multimodal Solutions, Continued PROJECT ID M112 M113 M114 M116 M117 M118 M119 PROJECT TYPE New Roadway PROJECT NAME Gerold Street Extension COST ESTIMATE PRIMARY FUNDING SOURCE PRIORITY SOURCE $5,170,000 City/Developer Medium Project Team New roadway extension: Construct Gerold Street Extension to neighborhood collector standard between West Hills Road and New E-W Collector between 35th Street and 53rd Street (M109). Project has potential impacts to or may be constrained by environmental resources. New Roadway New N-S 9 Collector north of Lester Avenue Extension $5,784,000 County/ Developer Medium Project Team New roadway extension: Construct new collector between Lester Avenue Extension and New E-W Collector from Highland Drive to Lester Avenue Extension (M58). Project has potential impacts to or may be constrained by environmental resources. New Roadway Birdsong Drive Extension $11,329,000 City/ Developer/ Assessments to property owners Medium Project Team New roadway extension: Construct Birdsong Drive Extension to neighborhood collector standard between 49th Street and Country Club Drive. New Roadway Shasta Drive Extension $4,018,000 County/ Developer Medium Project Team New roadway extension: Construct Shasta Drive Extension to neighborhood collector standard from Frazier Creek Drive Extension to existing stub and construct frontage improvements on the existing portion of Shasta Drive. New Roadway Raider Way Extension $8,688,000 County/ Developer Medium Project Team New roadway extension: Construct Raider Way Extension to collector standard between Crescent Valley Drive and Kings Boulevard Extension and construct frontage improvements on the existing portion of Raider Way. Project has potential impacts to or may be constrained by environmental resources. New Roadway New E-W 3 Neighborhood Collector between 53rd Street and 66th Street Extension $13,417,000 City/Developer Medium Project Team New roadway extension: Construct E-W Neighborhood Collector between 53rd Street and 66th Street Extension. Project has potential impacts to or may be constrained by environmental resources. New Roadway New W-N Neighborhood Collector between 69th Street and West Hills Road $3,354,000 City/Developer Medium Project Team New roadway extension: Construct W-N Neighborhood Collector between 69th Street and West Hills Road. Project has potential impacts to or may be constrained by environmental resources.

128 CORVALLIS Transportation System Plan Draft 7 Improvements 122 Table 15. Multimodal Solutions, Continued PROJECT ID M121 M123 M124 M125 M126 M127 M128 PROJECT TYPE New Roadway PROJECT NAME New N-S 10 Neighborhood Collector between US 20- OR 34 and West Hills Road COST ESTIMATE PRIMARY FUNDING SOURCE PRIORITY SOURCE $14,123,000 City/Developer Medium Project Team New roadway extension: Construct N-S Neighborhood Collector between US 20-OR 34 and West Hills Road. Project is subject to ODOT approval. Project has potential impacts to or may be constrained by environmental resources. New Roadway Weltzin Avenue Extension $14,249,000 City/Developer Medium Project Team New roadway extension: Construct Weltzin Avenue Extension to collector standard between OR 99W and west UGB including upgrading the existing gravel portion. Weltzin Avenue Extension should align with Corliss Avenue Extension (M100) at OR 99W to form a 4-legged, 90-degree intersection. New Roadway New E-W 4 Neighborhood Collector between Technology Loop Extension and 53rd Avenue $3,884,000 City/Developer Medium Project Team New roadway extension: Construct new neighborhood collector between Technology Loop Extension and 53rd Avenue. New Roadway New N-S 12 Collector between Reservoir Avenue and Walnut Boulevard $26,834,000 City/Developer Medium Project Team New roadway extension: Construct new neighborhood collector between Reservoir Avenue and Walnut Boulevard. Project has potential impacts to or may be constrained by environmental resources. Corridor - Safety & Mobility Goodnight Avenue Realignment $4,421,000 City/Developer Medium Corvallis CIP Corridor (capacity and safety): Realign Goodnight Avenue west of OR 99W to form a 4-legged, 90-degree intersection at OR 99W/Goodnight Avenue (east of OR 99W). This realignment will impact properties west of OR 99W. Coordinate with Project A10 and Project PB49. New Roadway New E-W 5 Neighborhood Collector between Elliot Circle and East UGB $8,827,000 City/Developer Medium North Area Plan New roadway extension: Construct new neighborhood collector between Elliot Circle and east UGB (south of Pinot Gris Drive). Modernization 53rd Street Modernization $6,580,000 County Medium Corvallis 1996 TSP Modernization improvements along 53rd Street between Country Club Drive and Nash Avenue.

129 CORVALLIS Transportation System Plan Draft 7 Improvements 123 Table 15. Multimodal Solutions, Continued PROJECT ID M129 M130 M131 M132 M133 M134 M135 M136 PROJECT TYPE Modernization PROJECT NAME Crystal Lake Drive Modernization COST ESTIMATE $6,053,000 PRIMARY FUNDING SOURCE City/ Developer/ Assessments to property owners PRIORITY Medium SOURCE Corvallis 1996 TSP, CAMPO RTP Modernization improvements along Crystal Lake Drive between Alexander Avenue and Park Avenue. Modernization Oak Creek Drive Modernization $2,100,000 City/Developer Medium Corvallis 1996 TSP Modernization improvements along Oak Creek Drive between Walnut Boulevard and west UGB. Project has potential impacts to or may be constrained by environmental resources. New Roadway New E-W Neighborhood Collector between 53rd Street and 45th Street $14,123,000 City/Developer Medium Project Team New roadway extension: Construct E-W Neighborhood Collector between 53rd Street and 45th Street Extension. Project has potential impacts to or may be constrained by environmental resources. Intersection - Safety Van Buren Avenue/Kings Boulevard Realignment $670,000 City Medium Project Team Intersection improvements (safety): Options may include closing the west approach of Van Buren Avenue to realign Kings Boulevard south approach and create a "T" intersection with Van Buren Avenue including bicycle and pedestrian improvements with traffic signal modifications. Project has potential impacts to or may be constrained by environmental resources. Modernization Whiteside Drive Modernization $4,155,000 City/ Developer/ Assessments to property owners Modernization improvements along Whiteside Drive between 35th Street and Cascade Avenue. Modernization Nash Avenue Modernization $5,903,000 City/ Developer/ Assessments to property owners Modernization improvements along Nash Avenue between 53rd Street and 45th Place. Modernization Herbert Avenue Modernization $8,743,000 City/ Developer/ Assessments to property owners Modernization improvements along Herbert Avenue between OR 99W and west UGB. Modernization Airport Place Modernization $3,429,000 City/ Developer/ Assessments to property owners Modernization improvements along Airport Place between Airport Avenue and New N/S Roadway (M101). Low Low Low Low Project Team Project Team Project Team Project Team

130 CORVALLIS Transportation System Plan Draft 7 Improvements 124 Table 15. Multimodal Solutions, Continued PROJECT ID PROJECT TYPE PROJECT NAME COST ESTIMATE PRIMARY FUNDING SOURCE PRIORITY SOURCE M137 Modernization Spruce Avenue Modernization $18,000 City/ Developer/ Assessments to property owners Low Project Team M138 M139 M140 M141 M143 M144 Modernization Gerold Street Modernization $977,000 City/ Developer/ Assessments to property owners Low Project Team Modernization improvements along Gerold Street between West Hills Road and Technology Loop Ext (M108). Modernization Elliot Circle Modernization $2,782,000 City/ Developer/ Assessments to property owners Modernization improvements along Elliot Circle between Granger Avenue and north UGB. Modernization 9th Street Modernization $11,000 City/ Developer/ Assessments to property owners Low Low Project Team Project Team Restripe 9th Street between Washington Avenue and Jefferson Avenue to provide bike lanes. May require the removal of parking. Modernization Arrowwood Circle Modernization $56,000 City/ Developer/ Assessments to property owners Low Project Team Restripe Arrowwood Circle between 29th Street (north intersection) and 29th Street (south intersection) to provide bike lanes. Study US 20-OR 34 Refinement Plan $600,000 ODOT High Project Team Complete a US 20-OR 34 Refinement Study to identify multimodal improvements to enhance mobility and connectivity. Modernization West Hills Road $12,043,000 County/ Developer High Corvallis 1996 TSP Modernization improvements along West Hills Road between 53rd Street and Reservoir Avenue. Improvements may also include supplemental safety improvements to address potential sight distance limitations related to horizontal and vertical alignment (west of Grand Oaks).

131 M92 M79 CORVALLIS Transportation System Plan Draft 7 Improvements 125 Figure 23. Multimodal & Auto/Freight Projects ÍÎ99W M14 Lewisburg Ave A37 M139 M94 M93 M13 M91 M116 A29 A67 M107 A42 M78 A41 M90 Elliot Cir M127 M12 M117 M95 M106 A70 Highland Dr M58 A69 M113 M77 A30 A33 M64 A43 M71 Elks Dr A32 A65 M4 M23 M23 A72 M141 Walnut Blvd A31 Satinwood St A15 A32 A6 A14 Conifer Blvd Conser St A2 20 Walnut Blvd Witham Hill Dr A62 A12 29th St A35 A51 A27 Garfield Ave Highland Dr Grant Ave 9th St M137 A7 M5 A56 A71 M70 Circle Blvd M27 Oak Creek Dr M121 A25a A25b M130 M144 A3 Reservoir Ave M16 M118 M119 M125 M10 53rd St Harrison Blvd M112 M124 A59 M138 M11 M109 M143 A18 A64 A9 M59 M6 Research Way M9 A60 M3 Country Club Dr 36th St A45 35th St M133 M30 A73 A66 A21 M29 A57 A26 A28 A17 M2 A58 M132 M102 A20 Washington Way Buchanan Ave M105 M60 M140 A4 M47 A24 A4 A1 A47 A38 M49 A38 M104 A46 A54 A39 M20 A8 M8 M20 A5 «34 20 M128 M114 M131 Brooklane Dr Alexander Ave M129 M134 A10 M126 M15 M74 A48 A11 Midvale Dr M101 M110 Kiger Island Dr M135 Herbert Ave M7 A16 M98 M99 Multimodal & Auto / Freight Projects M123 M100 Legend M136 Airport Ave A13 M111 Multimodal and Auto/ Freight Projects Roadway Segment Project Intersection Project Downtown Study ÍÎ 99W N Miles Urban Growth Boundary Corvallis City Limit Parks and/or Natural Areas

132 CORVALLIS Transportation System Plan Draft 7 Improvements 126 AUTO/FREIGHT These projects are focused on increasing safety, reducing congestion and improving the efficiency of motor vehicle travel and the movement of freight through and around the community. Solutions address several key existing bottlenecks. Figure 21 includes the Auto/Freight solution projects. Table 16. Auto & Freight Solutions PROJECT ID A1 A2 A3 A4 A5 PROJECT TYPE Intersection - Mobility PROJECT NAME Buchanan Avenue/ 9th Street Turn Lane COST ESTIMATE PRIMARY FUNDING SOURCE $1,579,000 City Low PRIORITY SOURCE Corvallis 1996 TSP, CAMPO RTP Intersection improvements (capacity): Options may include constructing eastbound left-turn lane, traffic signal modifications and improved sight distance for the eastbound approach. Intersection - Safety Conifer Boulevard / Conser Street Turn Lane $3,679,000 City Low Corvallis 1996 TSP Intersection improvements (safety): Options may include constructing westbound left-turn lane on Conifer Boulevard. System Management US 20-OR 34 Optimization $910,000 ODOT High Corvallis 1996 TSP, US 20-OR 34 Optimization Study (2015) Implement strategies identified in the US 20-OR 34 Optimization Study (2015): Options along US 20-OR 34 between the OR 99W Interchange and 69th Street may include 1) Adaptive Signal Timing, 2) Freight Signal Priority, and/or 3) Arterial Performance Measurement and Real-Time Equipment Monitoring at 5 signalized intersections and 1 mid-block location to collect arterial performance measures, including traffic volumes, travel speeds, travel times, vehicle classifications, vehicle occupancy, pedestrian and bicycle volumes, and delay for vehicles, pedestrians and bicyclists. Coordinate with Project A25. Project is subject to ODOT approval. Project has potential impacts to or may be constrained by environmental resources. New Roadway OR 99W/US 20- OR 34 Ramps $24,219,000 ODOT High Corvallis 1996 TSP, Stakeholder Request New off-ramp: Options may include providing an off ramp from eastbound US 20-OR 34 to southbound OR 99W and an on ramp from southbound OR 99W to eastbound US 20-OR 34. Project is subject to ODOT approval. Project has potential impacts to or may be constrained by environmental resources. Coordinate with Project PB14. Intersection - Mobility OR 34/Bypass Interchange $76,632,000 ODOT Low Corvallis 1996 TSP Intersection improvement (capacity): OR 34/Bypass Interchange Improvements may include constructing a westbound left-turn flyover ramp. Project is subject to ODOT approval.

133 CORVALLIS Transportation System Plan Draft 7 Improvements 127 Table 16. Auto & Freight Solutions, Continued PROJECT ID A6 A7 A8 A9 A10 A11 A12 PROJECT TYPE Intersection - Safety & Mobility PROJECT NAME Conifer Avenue/OR 99W/9th Street Intersections COST ESTIMATE PRIMARY FUNDING SOURCE PRIORITY SOURCE $791,000 ODOT Medium CAMPO RTP Intersection improvements (capacity and safety): Options may include 1) construction of a northbound rightturn lane and eastbound right-turn lane on OR 99W, and 2) closing the westbound approach at 9th Street/ Conifer Boulevard to construct a second eastbound left-turn lane. Closure of the westbound approach at 9th Street/Conifer may create a potential shift of traffic on OR 99W, Walnut Boulevard, Elks Drive, and Kings Boulevard Extension, if constructed. Project is subject to ODOT approval. Roadway Widening OR 99W: Circle to RR Widening $5,250,000 ODOT Medium Corvallis 1996 TSP, Corvallis CIP (Design Phase Only) Roadway capacity improvements: Options may include constructing two additional travel lanes on OR 99W between the railroad overcrossing and Circle Boulevard. Project is subject to ODOT approval. Project has potential impacts to or may be constrained by environmental resources. Intersection - Safety & Mobility Harrison Boulevard/2nd Street $540,000 ODOT Medium Project Team Intersections improvements (capacity and safety): Options may include extending the eastbound right-turn lane and constructing a westbound right-turn lane. Coordinate with Project B31. Project is subject to ODOT approval. Project has potential impacts to or may be constrained by environmental resources. Intersection - Mobility 53rd Street/ Country Club Roundabout $2,746,000 County/ Developer Low CAMPO RTP Intersection improvement (capacity): Options may include constructing a roundabout in conjunction with development. Intersection - Mobility OR 99W/ Goodnight Avenue Traffic Control $8,379,000 ODOT/ Developer High CAMPO RTP Intersection improvements (capacity): Options may include installing roundabout or traffic signal, when warranted which may be dependent on the construction of Project A11. Improvement cannot occur until Project A48 is complete and should be coordinated with Project M126. Traffic signal warrants must be met and the State Traffic Engineer's approval obtained before a traffic signal can be installed on a state highway. Intersection - Mobility OR 99W/ Rivergreen Avenue Traffic Control $8,379,000 ODOT/ Developer Medium CAMPO RTP Intersection improvements (capacity): Options may include constructing roundabout or traffic signal, when warranted which may be dependent on the construction of Project A10. Traffic signal warrants must be met and the State Traffic Engineer's approval obtained before a traffic signal can be installed on a state highway. Intersection - Mobility Circle Boulevard/29th Street Signal $465,000 City/Developer Low CAMPO RTP Intersection improvements (capacity): Options may include installing traffic signal, when warranted.

134 CORVALLIS Transportation System Plan Draft 7 Improvements 128 Table 16. Auto & Freight Solutions, Continued PROJECT ID A13 A14 A15 A16 A17 A18 A20 A21 PROJECT TYPE Intersection - Mobility PROJECT NAME OR 99W/Airport Avenue Traffic Control COST ESTIMATE $5,327,000 PRIMARY FUNDING SOURCE ODOT/ Developer PRIORITY Medium SOURCE CAMPO RTP Intersection improvements (capacity): Options may include constructing a roundabout or traffic signal, when warranted. Traffic signal warrants must be met and the State Traffic Engineer's approval obtained before a traffic signal can be installed on a state highway. Intersection - Mobility OR 99W/Walnut Boulevard $8,380,000 ODOT Medium CAMPO RTP, 9th Street Study, North Corvallis Area Plan Intersection improvements (capacity): Options may include construction of a northbound right-turn lane, an eastbound right-turn lane, a westbound right-turn lane, and lengthening of the eastbound left-turn lane. Project is subject to ODOT approval. Intersection - Mobility 9th Street/ Walnut Boulevard Turn Lanes $862,000 City Low CAMPO RTP Intersection improvements (capacity): Options may include constructing an eastbound right-turn lane and a second westbound left-turn lane. Intersection - Mobility OR 99W/Kiger Island Drive Traffic Control $5,327,000 ODOT/ Developer Medium CAMPO RTP Intersection improvements (capacity): Options may include constructing roundabout or traffic signal, when warranted. Traffic signal warrants must be met and the State Traffic Engineer's approval obtained before a traffic signal can be installed on a state highway. Intersection - Safety & Mobility 35th Street/US 20-OR 34 $558,000 ODOT Medium Project Team Intersection improvements (capacity and safety): Option may include constructing a northbound right-turn lane. Coordinate with Project A25. Project is subject to ODOT approval. Intersection - Safety & Mobility Technology Loop/US 20-OR 34 $560,000 ODOT Medium Project Team Intersection improvement (capacity): Options may include constructing a second westbound left-turn lane or traffic signal modifications for protected/permitted westbound left-turn phase. Coordinate with Project A25. Project is subject to ODOT approval. Intersection - Safety Van Buren Avenue/9th Street Restripe $25,000 City Medium Project Team Intersection improvements (safety): Options may include restriping the eastbound approach to include on 9th Street an eastbound left-turn lane and eastbound through lane and signal timing modifications. Coordinate with Project B15. Intersection - Mobility 29th Street/ Harrison Boulevard Turn Lane $221,000 City Low Stakeholder Request Intersection improvements (capacity): Options may include constructing an eastbound right-turn lane and safety enhancements for pedestrians and bicyclists. Given the nature of surrounding land uses, the impacts on people walking and bicycling should be considered during the design process.

135 CORVALLIS Transportation System Plan Draft 7 Improvements 129 Table 16. Auto & Freight Solutions, Continued PROJECT ID A24 A25a A25b A26 A27 PROJECT TYPE Intersection - Mobility PROJECT NAME 3rd Street/OR 99W/Crystal Lake Drive/Avery Avenue COST ESTIMATE PRIMARY FUNDING SOURCE PRIORITY SOURCE $2,459,000 ODOT Low Project Team Intersection improvements (capacity): Construct capacity improvements at the intersection. Options may include construction of a westbound right-turn lane and a second eastbound left-turn lane, which would require a second receiving lane on Crystal Lake Drive and traffic signal modifications. Project is subject to ODOT approval. Roadway Widening US 20-OR 34 Capacity Enhancements [Preliminary Engineering & Design] $9,488,500 ODOT High Project Team Capacity enhancements for the US 20-OR 34 corridor from OR 99W to the west UGB. Options may include: 1) Widening US 20-OR 34 to 4-5 lanes, 2) add turn lanes and traffic signal modifications at the intersections, 3) consolidate and realign the US 20-OR 34/Western Boulevard intersections to form a single T-intersection including an eastbound left-turn lane and may include constructing a traffic signal or roundabout with bypass lanes, and 4) access management improvements. Coordinate with Project A3. Project is subject to ODOT approval. Project has potential impacts to or may be constrained by environmental resources. Roadway Widening US 20-OR 34 Capacity Enhancements [Construction] $28,465,500 ODOT High Project Team Capacity enhancements for the US 20-OR 34 corridor from OR 99W to the west UGB. Options may include: 1) Widening US 20-OR 34 to 4-5 lanes, 2) add turn lanes and traffic signal modifications at the intersections, 3) consolidate and realign the US 20-OR 34/Western Boulevard intersections to form a single T-intersection including an eastbound left-turn lane and may include constructing a traffic signal or roundabout with bypass lanes, and 4) access management improvements. Coordinate with Project A3. Project is subject to ODOT approval. Project has potential impacts to or may be constrained by environmental resources. Intersection - Safety 9th Street/ Harrison Boulevard Restripe $25,000 City Medium Project Team Intersection improvements (safety): Options may include restriping northbound approach to include a northbound left-turn lane and northbound through lane and signal timing modifications. Coordinate with Project B15. Intersection - Safety & Mobility Kings Boulevard/ Garfield Avenue Turn Lanes and Signal $740,000 City/Developer Medium Project Team Intersection improvement (capacity and safety): Options may include 1) Improve intersection sight distance, 2) construct a northbound and eastbound left-turn lane, and 3) install a roundabout or traffic signal, when warranted. Coordinate with Project A51. Project has potential impacts to or may be constrained by environmental resources.

136 CORVALLIS Transportation System Plan Draft 7 Improvements 130 Table 16. Auto & Freight Solutions, Continued PROJECT ID A28 A29 A30 A31 A32 A33 A35 PROJECT TYPE Intersection - Mobility PROJECT NAME 30th Street/ Western Boulevard Traffic Control COST ESTIMATE PRIMARY FUNDING SOURCE PRIORITY SOURCE $5,327,000 City/OSU Medium Project Team Intersection improvements (capacity): Options may include constructing roundabout or traffic signal, when warranted or enhance alternative routes to encourage drivers to use signalized intersections at 35th Street or 26th Street. Intersection - Mobility OR 99W/Lewisburg $2,206,000 ODOT/ Developer Low North Area Plan Intersection improvements (capacity): Construct capacity improvements at the intersection. Options may include constructing an eastbound right-turn lane, eastbound left-turn lane, westbound right-turn lane, eastbound right-turn lane, traffic signal modifications and rail crossing enhancements. Project is subject to ODOT approval. Intersection - Mobility OR 99W/Lester Avenue Extension Signal $838,000 ODOT/ Developer Medium North Area Plan Intersection improvements (capacity): Options may include constructing roundabout or traffic signal, when warranted. Traffic signal warrants must be met and the State Traffic Engineer's approval obtained before a traffic signal can be installed on a state highway. Intersection - Mobility Walnut Avenue/ Highland Drive Turn Lanes $1,022,000 City Low North Area Plan Intersection improvements (capacity): Options may include constructing an eastbound right-turn lane, northbound right-turn lane, a westbound right-turn lane, and signal timing updates to improve northbound and eastbound left-turn movements. Corridor - Safety & Mobility OR 99W/9th Street/ Samaritan Drive/ Elks Drive Realignment $10,069,000 ODOT/ Developer High Good Samaritan Regional Medical Center Campus Master Plan 2014 Corridor (capacity and safety): Realignment of NW 9th Street at NW Elks Drive NW 9th Street alignment will be shifted westward to align with NW Samaritan Drive as part of the Good Samaritan Regional Medical Center campus expansion. This improvement may also include widening of OR 99W from NE Conifer Boulevard to NW Elks Drive to provide four travel lanes. The Elks Drive/9th Street intersection may include a left-turn lane and shared through/right-turn lane on each approach. The Elks Drive/OR 99W intersection may include two northbound through lanes, northbound left-turn lane, two eastbound through lanes, an eastbound right-turn lane, and an eastbound left-turn lane. Intersection - Mobility OR 99W/Elliot Circle $2,250,000 ODOT/ Developer Low North Area Plan Intersection Improvements (capacity): Options may include constructing a roundabout or a traffic signal (when warranted), a westbound left-turn lane, a westbound right-turn lane, an eastbound right-turn lane, and a northbound left-turn lane. The need for this project is dependent on Project M90. Traffic signal warrants must be met and the State Traffic Engineer's approval obtained before a traffic signal can be installed on a state highway. Project has potential impacts to or may be constrained by environmental resources. Study Kings Boulevard Refinement Plan $150,000 City Medium Stakeholder Request Corridor study to improve traffic (motor vehicle and freight) operations on Kings Boulevard with potential traffic control modifications. Project has potential impacts to or may be constrained by environmental resources.

137 CORVALLIS Transportation System Plan Draft 7 Improvements 131 Table 16. Auto & Freight Solutions, Continued PROJECT ID A37 A38 A39 A41 A42 A43 A45 A46 PROJECT TYPE Intersection - Mobility PROJECT NAME Lewisburg/West Elliot Circle Signal COST ESTIMATE $359,000 PRIMARY FUNDING SOURCE County/ Developer PRIORITY Medium SOURCE North Area Plan Intersection improvements (capacity): Options may include installing traffic signal, when warranted. Project has potential impacts to or may be constrained by environmental resources. Intersection - Mobility Harrison Boulevard/4th Street $490,000 ODOT Low Project Team Intersection improvements (capacity): Options may include construction of an eastbound right-turn lane on 4th Street and a westbound left-turn lane on Harrison Boulevard (Options for the westbound approach may include: a left-turn lane, shared through/left-turn lane, and through lane; or if needed: a left-turn lane, shared through/left-turn lane, and two through lanes). If a second westbound left-turn lane is provided, pedestrian crossing safety on the south approach must be addressed. Project is subject to ODOT approval. Project has potential impacts to or may be constrained by environmental resources. Intersection - Mobility Van Buren Avenue/2nd Street Turn Lane $242,000 ODOT Low Project Team Intersection improvements (capacity): Options may include converting the parking lane to an eastbound right-turn lane on Van Buren Avenue. Decision to remove parking lane for a right-turn lane must be coordinated with Project B21. Project is subject to ODOT approval. Project has potential impacts to or may be constrained by environmental resources. Intersection - Mobility Elliot Circle/Frazier Creek Roundabout $2,394,000 County/ Developer Low North Area Plan Intersection improvements (capacity): Options may include constructing a roundabout, when needed. Intersection - Mobility Highland Drive/ Frazier Creek Roundabout $5,327,000 County/ Developer Medium North Area Plan Intersection improvements (capacity): Options may include constructing a roundabout, when needed. Project has potential impacts to or may be constrained by environmental resources. Intersection - Mobility Highland Drive/ Lester Avenue Roundabout $5,327,000 County/ Developer Medium North Area Plan Intersection improvements (capacity): Options may include constructing a roundabout, when needed. Project has potential impacts to or may be constrained by environmental resources. Corridor - Mobility 35th Street Turn Lanes $2,108,000 City/Developer Low Project Team Corridor (capacity): Options may include constructing left-turn lanes along 35th Street between US 20-OR 34 and Harrison Boulevard at Western Boulevard, Washington Way, Jefferson Way, Campus Way, Orchard Avenue, Jackson Avenue, and Van Buren Avenue. May require the removal of parking. Project has potential impacts to or may be constrained by environmental resources. Corridor - Mobility OR 34 Overpass (OR 99W) Clearance $63,057,000 ODOT Low Project Team Corridor (capacity): Improve to meet vertical clearance requirements. The vertical clearance for northbound and eastbound OR 99W at the OR 34 overpass is one to two feet below the design standard. Project is subject to ODOT approval. Project has potential impacts to or may be constrained by environmental resources.

138 CORVALLIS Transportation System Plan Draft 7 Improvements 132 Table 16. Auto & Freight Solutions, Continued PROJECT ID A47 A48 A49 A51 A52 A53 A54 A56 A57 PROJECT TYPE System Management PROJECT NAME 9th Street Signal Coordination COST ESTIMATE PRIMARY FUNDING SOURCE PRIORITY SOURCE $76,000 City High 9th Street Plan Synchronize traffic signals along 9th Street between Polk Avenue and Elks Drive. Cost estimate includes signal controller upgrades and signal timing updates at six existing traffic signals: Polk Avenue, Buchanan Avenue, Grant Avenue, Garfield Avenue, Circle Boulevard, and Walnut Boulevard. Intersection - Mobility Goodnight Avenue/3rd Street/OR 99W ROW $370,000 ODOT High Corvallis CIP Right-of-Way (ROW) acquisition to allow realignment of Goodnight Avenue to make a 4-way intersection at Goodnight Avenue/OR 99W. Would precede Project A10. Project is subject to ODOT approval. Safety Seismic Retrofit of Bridges $250K - $1.25M City High Project Team Program to support seismic retrofit of up to 12 bridges on collectors and arterials under City of Corvallis jurisdiction. Project has potential impacts to or may be constrained by environmental resources. Modernization & Safety Kings Boulevard Widening $4,040,000 City Medium Corvallis 1996 TSP, Project Team Widen to add a two-way left-turn lane between Circle Boulevard and Grant Avenue. May require the removal of parking. Coordinate with Project A27. Project has potential impacts to or may be constrained by environmental resources. Modernization & Safety Kings Boulevard Widening $11,368,000 City Medium Corvallis 1996 TSP Widen to add a two-way left-turn lane between Taylor Avenue and Harrison Boulevard. Corridor - Mobility Harrison Boulevard Improvements $3,658,000 City Medium Stakeholder Request Corridor (capacity): Upgrade to accommodate traffic levels between 30th Street and 36th Street. Coordinate with Project B1. Project has potential impacts to or may be constrained by environmental resources. Intersection - Safety & Mobility Harrison Boulevard/3rd Street/OR 99W Improvements $108,000 ODOT Medium Project Team Intersection improvements (capacity and safety): Options may include increasing northeast corner turning radius for trucks. Project is subject to ODOT approval. Project has potential impacts to or may be constrained by environmental resources. Intersection - Safety & Mobility Circle Boulevard/ OR 99W Improvements $1,846,000 ODOT High 9th Street Plan Intersection Improvements (capacity and safety): Options may include constructing an eastbound right-turn lane on OR 99W, northbound right-turn lane on OR 99W, westbound right-turn lane on Circle Boulevard, a second westbound left-turn lane on Circle Boulevard, lengthening the westbound left-turn lane, and traffic signal modifications to include right-turn overlap on each approach and pedestrian improvements. Coordinate with Project PB29. Project is subject to ODOT approval. Intersection - Safety & Mobility 30th Street/ Harrison Boulevard Improvements $35,000 City High Harrison Corridor Study Intersection Improvements (capacity and safety): Options may include restricting the northbound left and northbound through movements and restricting westbound to southbound off Harrison Boulevard. Coordinate with Project A53.

139 CORVALLIS Transportation System Plan Draft 7 Improvements 133 Table 16. Auto & Freight Solutions, Continued PROJECT ID A59 A60 A62 A64 A65 A66 A67 PROJECT TYPE Intersection - Safety & Mobility PROJECT NAME Reservoir Avenue/53rd Street Roundabout COST ESTIMATE $5,653,000 PRIMARY FUNDING SOURCE County/ Developer PRIORITY Medium SOURCE Stakeholder Request Intersections improvements (capacity and safety): Options may include constructing a roundabout. Project has potential impacts to or may be constrained by environmental resources. Intersection - Safety & Mobility Circle Boulevard Ext./Harrison Boulevard Improvements $5,628,000 City/Developer Medium Project Team Intersections improvements (capacity and safety): Options mat include: 1) Construct a roundabout, or 2) Construct left-turn lanes on the eastbound, and northbound approaches. Project has potential impacts to or may be constrained by environmental resources. Intersection - Safety & Mobility Witham Hill Drive/Circle Boulevard Traffic Control $2,592,000 City/Developer Medium Project Team Intersections improvements (capacity and safety): Options may include constructing a roundabout or traffic signal. Project has potential impacts to or may be constrained by environmental resources. Intersection - Safety & Mobility 53rd Street/US 20-OR 34 $3,161,000 ODOT Medium CAMPO RTP, Project Team Intersection improvements (capacity and safety): Options may include constructing an eastbound rightturn lane, extending the westbound right-turn lane, constructing a second westbound through lane, and constructing a second eastbound through lane. This project should be coordinated with the 53rd Street and US 20-OR 34 corridor widening projects (M10 and A25). Project is subject to ODOT approval. Project has potential impacts to or may be constrained by environmental resources. Intersection - Mobility Elks Drive/OR 99W Traffic Control $838,000 ODOT Medium Project Team Intersection improvements (capacity): Options may include constructing a roundabout or traffic signal, when warranted. Traffic signal warrants must be met and the State Traffic Engineer's approval obtained before a traffic signal can be installed on a state highway. Coordinate with Project A32. Intersection - Safety Kings Boulevard/ Buchanan Avenue Realignment $255,000 City Low Kings Boulevard Corridor Study Access management improvements to reduce conflicting traffic movements may include realigning the driveway on the west side of Kings Boulevard with Buchanan Avenue to create a 4-legged, 90-degree intersection and closing the other two driveways located north of Filmore Avenue. Intersection - Mobility Frazier Creek Drive/Crescent Valley Drive Roundabout $2,394,000 County/ Developer Medium North Area Plan Intersection improvements (capacity): Options may include constructing a roundabout, when needed. Project has potential impacts to or may be constrained by environmental resources.

140 CORVALLIS Transportation System Plan Draft 7 Improvements 134 Table 16. Auto & Freight Solutions, Continued PROJECT ID A69 A70 A71 A72 A73 PROJECT TYPE Intersection - Mobility PROJECT NAME Satinwood Street Ext./Lester Avenue Ext. Roundabout COST ESTIMATE $2,394,000 PRIMARY FUNDING SOURCE County/ Developer PRIORITY Medium SOURCE North Area Plan Intersection improvements (capacity): Options may include constructing a roundabout, when needed. Project has potential impacts to or may be constrained by environmental resources. Intersection - Mobility Crescent Valley Drive/Highland Drive Signal $2,394,000 County/ Developer Medium North Area Plan Intersection improvements (capacity): Options may include installing a roundabout or traffic signal, when warranted. Project has potential impacts to or may be constrained by environmental resources. System Management Circle Boulevard Signal Coordination $101,000 City Medium Project Team Synchronize traffic signals along Circle Boulevard from 27th Street east to Walnut Boulevard. Cost estimate includes signal controller upgrades and signal timing updates at 8 existing traffic signals: 27th Street, Kings Boulevard, Corvallis Aquatic Center, Highland Drive, 9th Street, OR 99W, Four Acre Place, and Walnut Boulevard. System Management Walnut Boulevard Signal Coordination $113,000 City Medium Project Team Synchronize traffic signals along Walnut Boulevard between OR 99W and Glenridge Drive. Cost estimate includes signal controller upgrades and signal timing updates at 9 existing traffic signals: Glenridge Drive, Aspen Street, 29th Street, Kings Boulevard, Rolling Green Drive, Highland Drive, Satinwood Street, 9th Street, and OR 99W. Intersection - Safety & Mobility 30th Street/ Harrison Boulevard Improvements $1,077,000 City Low Harrison Corridor Study Intersection Improvements (capacity and safety): Options may include constructing a traffic signal and coordinate with the traffic signal at 29th Street/Harrison Boulevard. Coordinate with Projects A53 and A57.

141 CORVALLIS Transportation System Plan Draft 7 Improvements 135 REFINEMENT STUDIES The solutions project lists include five areas within Corvallis that were designated as requiring additional refinement plan work. The purpose of this further study is to better understand the design alternatives that could be applied in the selected areas and how those perform within the existing built environment. Issues to be reviewed would include the evaluation of walking, bicycling, and transit user safety and how property access and motor vehicle operations might be impacted, including on-street parking. This deeper look at possible corridor design solutions offers another opportunity for stakeholders and the public to voice their preferences for the ultimate solutions that are applied. The identified Refinement Studies include the following locations: US 20-OR 34 Refinement Plan (Project M143) This study would be led by ODOT to identify multimodal improvements to enhance mobility and connectivity on this arterial highway between OR 99W and the west UGB. This work involves a transportation route of regional significance and will involve many stakeholders from within and outside Corvallis. OR 99W South Corvallis Refinement Study (Project PB31) This study would be led by ODOT to consider alternatives to improve safety and enhance conditions for multimodal travel. It is anticipated that it will discuss benefit trade-offs among stakeholders related to congestion, safety, business access, and active transportation facility quality. Monroe Avenue Shared Pedestrian, Bicycle and Transit Street Study (Project PB16) This study will evaluate street design alternatives which enhance the environment for pedestrians and bicyclists, while also supporting multimodal access to local businesses along the corridor from 14th Street to 26th Street. Downtown Circulation Study (Project M104) This study would be led by ODOT to provide the opportunity to comprehensively consider a range of alternatives related to parking, pedestrian safety, higher quality bicycling facilities, and congestion. Kings Boulevard Refinement Plan (Project A35) This study would take a more in-depth look at alternatives to improve motor vehicle and freight traffic operations on Kings Boulevard in this constrained corridor.

142 CORVALLIS Transportation System Plan Draft 7 Improvements 136 OTHER MODES RAIL Freight rail service is provided to Corvallis via the Willamette and Pacific Railroad. Railroad tracks parallel OR 99W to the east at the north end of the city, before passing under the highway near Cornell Avenue, and connecting with the freight rail line from Albany. The line connecting to Albany generally parallels US 20 to the north and east of Corvallis. South of Cornell Avenue, the rail line eventually follows the median between the northbound and southbound directions of 6th Street through downtown. South of downtown, the line is privately owned and generally parallels OR 99W to the west, past the Corvallis Municipal Airport. A freight rail line to the west connects to the north-south line near the 6th Street intersection with Western Boulevard. This line parallels Washington Way to the south through the Oregon State University campus and connects to Toledo, Oregon. Daily round trip freight service is operated between Albany and Toledo, and between Albany and McMinnville, Oregon, through Corvallis. A resident switching locomotive also provides local service to the west and south of Corvallis. Within Corvallis there are a total of 36 at-grade rail crossings. The potential for passenger rail service between Albany and Corvallis is included in the State Rail Plan, but is not currently available. Amtrak passenger service is available in Albany, less than 10 miles away. Connections to the Amtrak depot in Albany can be made via Greyhound bus service and the Linn-Benton Loop system. There is also a Corvallis to Amtrak Connector bus operating at the time of this TSP adoption. The existing freight and passenger rail system is expected to remain the same as it is today in Corvallis through the planning horizon. Within the solution project lists, there are several street crossings to the rail lines that have been identified for upgrading, to improve the quality of the paved surfaces and comply with current facility standards. The aspirational project to provide passenger rail service between Albany and Corvallis in the State Rail Plan is not assumed to be realized in this plan.

143 CORVALLIS Transportation System Plan Draft 7 Improvements 137 AVIATION The Corvallis Municipal Airport, owned and operated by the City, is located just to the west of OR 99W about four miles south of downtown. The airport is a general aviation facility that is intended to serve the aviation needs of the community, visitors and air freight. The airport provides support to 156 commercial and private aircraft 1, based at the site. Services and facilities include: hangar storage, tie-downs, fixed base operator services, flight instruction, aircraft rental, aircraft maintenance, and fueling. The airport encompasses approximately 1,520 acres of land, of which 220 acres are designated as the Airport Industrial Park. The airport has two runways, and serves 52,300 annual operations (i.e., take-offs or landings). Limited commercial air service between Corvallis, Portland, and Newport has been provided in the past, but is not currently available. WATERWAY The existing waterways are not used for transportation, but are an amenity for city resident and visitor recreation. Any improvements or upgrades to the roadway or trail systems that run adjacent to or cross waterways must comply with City and State regulations. PIPELINE Northwest Natural Gas operates a natural gas pipeline serving Corvallis that crosses the south part of the city near Washington Way. Several feeder lines from the main pipeline also serve Corvallis. There are no other major regional water or oil pipelines within the city limits. No changes are expected for major pipeline facilities in Corvallis within the planning horizon. Regional and international air service for passengers and freight is provided via Portland International Airport. The airport is located approximately 97 miles to the north of Corvallis and is connected via I-5 and I-205. Eugene Airport, located approximately 35 miles to the south of Corvallis provides regional air service. The Corvallis Airport Master Plan was adopted in 2013 as a refinement to the aviation element of the TSP. The Airport Master Plan includes recommendations for future growth and expansion. 1 Corvallis Airport Master Plan

144 CORVALLIS Transportation System Plan Draft Chapter/Section Name 138

145 CORVALLIS Transportation System Plan Draft 8 Priorities PRIORITIES The Illustrative lists of solutions presented in Chapter 7 were prioritized to assess which ones would best meet community goals and objectives. The prioritization process used the transportation evaluation criteria that were explained in Chapter 2. The initial scored assessments were reviewed by the Steering Committee and the City Council. Some additional criteria were suggested to better align investments and expected benefits. The revised priority assessments were presented to the general public at an Open House. The following High Priority Solutions section represent the outcomes of this evaluation process. This section also identifies the subset of solutions that are reasonably likely to be funded based on transportation funding level estimates from current revenue sources extrapolated over the years of the planning horizon.

146 CORVALLIS Transportation System Plan Draft 8 Priorities 140 HIGH PRIORITY SOLUTIONS & STRATEGIES The highest value transportation solutions for Corvallis are summarized in the Tables 17 through 19 (listed in project number order). These projects rose to the top of the prioritization process based on the evaluation criteria developed to measure alignment with the community s transportation goals and objectives, as well as input from the public and TSP Steering Committee. The tables are broken out by the lead agency. Although many transportation projects will require inter-agency coordination, the identified lead agency is expected to be responsible for project development, design, and construction. Tables 17 through 19 show the list of High Priority Solutions led by the City, Benton County, and the State, respectively. Figure 24 illustrates the location of the High Priority solutions.

147 CORVALLIS Transportation System Plan Draft 8 Priorities 141 Table 17. High Priority City Led Solutions PROJECT ID NAME COST ESTIMATE PRIMARY FUNDING A47 9th Street Signal Coordination $76,000 City A49 Seismic Retrofit of Bridges $250K - $1.25M City A57 30th Street/Harrison Boulevard Improvements $35,000 City B18 Garfield Avenue Bike Lanes $32,000 City B35 Monroe Avenue and 14th Street Bicycle Amenities $5,000 City/OSU B38 Elmwood Drive Neighborhood Bikeway/Circle Boulevard Low-Stress Roadway $155,000 City B39 Tyler Avenue Neighborhood Bikeway $125,000 City B40 Alta Vista Drive/34th Street Neighborhood Bikeway $70,000 City B41 27th Street Neighborhood Bikeway $135,000 City/OSU B42 16th/17th Street Neighborhood Bikeway $135,000 City B43 11th Street Neighborhood Bikeway $210,000 City B44 Beca Avenue/Lincoln Avenue Neighborhood Bikeway $175,000 City B46 Campus Way/Madison Avenue Neighborhood Bikeway $135,000 City/OSU B47 SE Corvallis Neighborhood Bikeway $135,000 City/Property Owners B48 Lancaster Street Neighborhood Bikeway $85,000 City B50 NE Corvallis Neighborhood Bikeway $120,000 City B51 5th Street Buffered Bike Lanes $55,000 City/ODOT M104 Downtown Circulation Study $350,000 City/ODOT M29 Harrison Boulevard/Kings Boulevard $10,000 City P1 35th Street Sidewalks $125,000 City/Developer P3 9th Street Pedestrian Crossings $180,000 City P5 City-wide sidewalk retrofit $150,000 per year City/ODOT P17 Harrison Boulevard and 29th Street Safety Improvements $35,000 City

148 CORVALLIS Transportation System Plan Draft 8 Priorities 142 Table 17. High Priority City Led Solutions, Continued PROJECT ID NAME COST ESTIMATE PRIMARY FUNDING P22 Country Club Drive Sidewalks $295,000 City/Developer P27 Harrison Boulevard Sidewalks $440,000 City/Developer P33 NW Garfield Avenue and NW Kings Boulevard Pedestrian Crossings $100,000 City P34 Monroe Avenue and Kings Boulevard Pedestrian Safety $35,000 City P35 Garfield Avenue/Porter Park Crosswalk $15,000 City P36 Circle Boulevard/Woodland Meadow Park Crosswalk $10,000 City P41 Pedestrian Safety Improvements $150,000 per year City P44 35th Street and Campus Way Crossing Improvements $47,000 City/OSU P47 West Hills Road Sidewalks $495,000 City/Developer/ Assessment to Property Owners P55 NW Harrison Pedestrian Crossings $10,000 City PB2 Harrison Boulevard/35th Street Multi-Use Path $495,000 City/OSU PB4 Bicycle/ Pedestrian RR Crossing $550,000 City/Railroad PB19 17th Street Bridge $355,000 City PB25 SW Cummings Avenue Railroad Crossing $500,000 City/ODOT/Railroad PB29 OR 99W Multi-Use Path and Circle Boulevard $275,000 City/ODOT PB31 OR 99W South Corvallis Refinement Study $500,000 City/ODOT PB34 OR 99W Multi-Use Path Downtown Extension $330,000 City/ODOT PB49 Goodnight Avenue Caldwell Multi-Use Path $858,000 City PB63 Confluence of Willamette and Marys River Bridge $355,000 City PB65 OR 99W Multi-Use Path Extension $1,535,000 ODOT/City/ Developers PB66 11th Street/Buchanan Avenue Safety Improvements $50,000 City

149 CORVALLIS Transportation System Plan Draft 8 Priorities 143 Table 17. High Priority City Led Solutions, Continued PROJECT ID NAME COST ESTIMATE PRIMARY FUNDING PB75 Porter Park Multi-Use Path $50,000 City PB76 Coolidge Way Corridor Improvements $130,000 City PB78 Campus Way and 14th Street Intersection Improvements $75,000 City/OSU PB79 Low Stress Network Crossing $25,000 City PB80 Tyler Avenue and 3rd Street Crossing $65,000 City/ODOT PB81 Tyler Avenue and 2nd Street Crossing $25,000 City/ODOT PB84 33rd Street Multi-Use Path $25,000 City Table 18. High Priority County Led Solutions PROJECT ID NAME COST ESTIMATE PRIMARY FUNDING M3 West Hills Road Modernization $10,036,000 County/Developer M144 West Hills Road Modernization $12,043,000 County/Developer

150 CORVALLIS Transportation System Plan Draft 8 Priorities 144 Table 19. High Priority ODOT Led Solutions PROJECT ID NAME COST ESTIMATE PRIMARY FUNDING A3 US 20-OR 34 Optimization $910,000 ODOT A4 OR 99W/US 20-OR 34 Ramps $24,219,000 ODOT A10 OR 99W/Goodnight Avenue Traffic Control $8,379,000 ODOT/Developer A25a OR 99W/US 20-OR 34 Ramps $24,219,000 ODOT A25b OR 99W/Goodnight Avenue Traffic Control $8,379,000 ODOT/Developer A32 OR 99W/9th Street/Samaritan Drive/ Elks Drive Realignment $10,069,000 ODOT/Developer A48 Goodnight Avenue/3rd Street/OR 99W ROW $370,000 ODOT A56 Circle Boulevard/OR 99W Improvements $1,846,000 ODOT M8 Van Buren Bridge (New Construction) $69,000,000 ODOT M47 15th Street/US 20-OR 34 $1,600,000 ODOT M143 US 20-OR 34 Refinement Plan $600,000 ODOT PB9 Northeast Corvallis Multi-Use Path $440,000 ODOT/City PB13 OR 99W Multi-Use Path $175,000 ODOT/City PB14 US 20-OR 34 Grade-Separated Crossing $1,000,000 ODOT PB15 South Corvallis Multi-Use Path $2,614,000 ODOT/City PB86 3rd Street/OR 99W/Crystal Lake Drive/Avery Avenue $861,600 ODOT

151 Kings Blvd CORVALLIS Transportation System Plan Draft 8 Priorities 145 Figure 24. High Priority Projects ÍÎ99W Lewisburg Ave Frazier Creek Dr Highland Dr Shasta Ave Elliot Cir Elliot Cir Crescent Valley Dr PB65 Lester Ave Highland Dr PB65 Elks Dr A32 Ponderosa Ave Walnut Blvd Witham Hill Dr P36 29th St B41 P33 P35 Walnut Blvd Garfield Ave Highland Dr B18 Satinwood St A47 A56 PB9 PB13 B38 PB29 B48 PB4 Circle Blvd Conifer Blvd B50 Conser St 20 PB14 PB75 PB19 9th St Oak Creek Dr P27 36th St B40 P55 PB84 PB76 P17 M29 B44 Buchanan Ave B42 PB66 Harrison Blvd PB34 A47 P3 PB4 A25a A25b M144 Reservoir Ave 53rd St A3 M143 West Hills Rd P47 Research Way P22 M3 PB2 A57 B46 P44 P1 35th St Western Blvd P34 PB78 PB4 PB4 M47 PB4 PB25 B35 B43 PB14 PB4 PB4 PB4 PB4 A4 A4 B39 B51 M104 PB63 PB80 PB81 PB4 PB86 « rd St Brooklane Dr PB31 A10 Alexander Ave B47 Crystal Lake Dr PB49 A48 Midvale Dr PB15 Kiger Island Dr Herbert Ave High Priority Projects Airport Ave Legend High Priority Projects Intersection Segment / Area Bicycle Projects Pedestrian Projects Pedestrian and Bicycle Projects ÍÎ 99W Auto / Freight Projects Downtown Study N Miles Urban Growth Boundary Corvallis City Limit Parks and/or Natural Areas

152 CORVALLIS Transportation System Plan Draft 8 Priorities 146 FINANCIALLY CONSTRAINED TRANSPORTATION SYSTEM The Oregon Transportation Planning Rule (OAR ) requires that local agencies identify a Financially Constrained list of projects within their TSP document. Aside from complying with this regulation, this project list and expected funding value provides a basis of comparison for subsequent proposed land use amendments that may affect the TSP. For example, if a major land use amendment such as up zoning from residential to commercial is proposed that would significantly intensify travel activity beyond what is identified in the TSP, the City would need to demonstrate that the transportation system could still adequately serve the increased needs in the 2040 horizon year. In answering that question, the Financially Constrained system improvements would be assumed to be in place since it is reasonably likely, based on historical trends, that enough funding would be available to construct them. As noted in Chapter 1, Corvallis is expected to have roughly $63 million available for transportation system improvements through the planning horizon. Most of that funding is assumed to come from federal and State discretionary programs (approximately $40 million), and the rest from City transportation SDC revenues (approximately $22.8 million). By state law, SDCs can only be used on projects that add capacity to the system, such as new bike lanes. The projections over the planning horizon of current City funding levels compared to estimated expenditures indicates there will not be any available discretionary money to allocate to moving projects identified in the TSP forward. As a result, there are very few City-led solution projects on the Financially Constrained list. The Financially Constrained projects are listed in Table 20 and illustrated in Figure 25. The project amounts listed include the share contributed from the financially constrained funds, either the City s SDC fee program or ODOT s discretionary funding program, which may be different from the full expected project costs. It is important to note that projects on the Financially Constrained list do not limit the City or ODOT from advancing other projects in the City s TSP in response to changes in development patterns and funding opportunities that are not known at the time of this plan.

153 CORVALLIS Transportation System Plan Draft 8 Priorities 147 Table 20. Financially Constrained Project List ID NAME DESCRIPTION FUNDING SHARE CONTRIBUTION A3 US 20-OR 34 Optimization Transportation system management improvements to upgrade technology that controls vehicle progression in this corridor $910,000 A6 Conifer Avenue/OR 99W/9th Street Intersections Intersection capacity and safety improvements $791,000 A7 OR 99W: Circle to RR Widening Capacity improvements over railroad crossing $5,250,000 A8 Harrison Boulevard/2nd Street Intersection capacity and safety improvements $540,000 A14 OR 99W/Walnut Boulevard Intersection capacity improvements $8,380,000 A17 35th Street/US 20-OR 34 Intersection capacity improvements $558,000 A18 Technology Loop/US 20-OR 34 Intersection capacity improvements $560,000 A27 Kings Boulevard/Garfield Avenue Turn Lanes and Signal Intersection capacity and safety improvements $740,000 A31 Walnut Avenue/Highland Drive Turn Lanes Intersection capacity improvements $1,022,000 A32 OR 99W/9th Street/Samaritan Drive/ Elks Drive Realignment Realign NW 9th Street at NW Elks Drive and related capacity and safety improvements $2,013,800 A48 Goodnight Avenue/3rd Street/OR 99W ROW Right-of-way acquisition to allow for Goodnight Avenue to form a 4-way intersection $370,000 A54 Harrison Boulevard/3rd Street/OR 99W Improvements Intersection capacity and safety improvements $108,000 A56 Circle Boulevard/OR 99W Improvements Intersection capacity and safety improvements $1,846,000 A62 Witham Hill Drive/Circle Boulevard Traffic Control Intersection capacity and safety improvements $2,592,000 A64 53rd Street/US 20-OR 34 Intersection capacity and safety improvements $3,161,000 A65 Elks Drive/OR 99W Traffic Control Intersection capacity improvements $838,000 A70 Crescent Valley Drive/Highland Drive Signal Intersection capacity improvements $2,394,000 B21 Van Buren Avenue Bike Lanes Improve bike facilities along corridor $30,000

154 CORVALLIS Transportation System Plan Draft 8 Priorities 148 Table 20. Financially Constrained Project List, Continued ID NAME DESCRIPTION FUNDING SHARE CONTRIBUTION B51 5th Street Buffered Bike Lanes Improve bike facilitiesfacilities along corridor $55,000 M2 26th Street/US 20-OR 34 Improvements Intersection capacity and safety improvements $1,295,000 M3 West Hills Road Modernization Upgrade facilities to current standards $10,036,000 M47 15th Street/US 20-OR 34 Intersection capacity and safety improvements $1,600,000 M49 Van Buren Avenue/4th Street Intersection capacity and safety improvements $121,000 M5 Circle Boulevard/ 9th Street Improvements Intersection capacity and safety improvements $1,156,000 M6 Circle Boulevard Extension to Har-rison Boulevard Roadway extension to improve neighborhood circulation $8,416,000 M8 Van Buren Bridge (New Construction) Reconstruct two-lane bridge to meet current standards and serve freight traffic $69,000,000 M27 Country Club Drive/69th Street/ US 20-OR 34 Intersection capacity and safety improvements $5,679,000 M47 15th Street/US 20-OR 34 Intersection capacity and safety improvements $1,600,000 M49 Van Buren Avenue/4th Street Intersection capacity and safety improvements $121,000 M64 29th Street Extension Roadway extension to improve neighborhood circulation $7,533,000 M71 Satinwood Street Extension Roadway extension to improve neighborhood circulation $6,294,000 M104 Downtown Circulation Study Prepare transportation study in the downtown area $350,000 P51 Philomath Boulevard (US 20-OR 34) Add new sidewalk $135,000 PB13 OR 99W Multi-Use Path New multi-use path $175,000 PB14 US 20-OR 34 Grade-Separated Crossing Pedestrian/bicycle crossings $1,000,000 PB15 South Corvallis Multi-Use Path New multi-use path $2,614,000 PB2 Harrison Boulevard/35th Street Multi-Use Path New multi-use path $495,000

155 CORVALLIS Transportation System Plan Draft 8 Priorities 149 Table 20. Financially Constrained Project List, Continued ID NAME DESCRIPTION FUNDING SHARE CONTRIBUTION PB25 SW Cummings Avenue Railroad Crossing Pedestrian/bicycle crossings $500,000 PB29 OR 99W Multi-Use Path and Circle Boulevard Pedestrian and bicycle safety improvements $275,000 PB31 OR 99W South Corvallis Refine-ment Study Refinement Study $500,000 PB34 OR 99W Multi-Use Path Down-town Extension New multi-use path $330,000 PB49 Goodnight Avenue Caldwell Multi- Use Path New multi-use path $858,000 PB80 Tyler Avenue and 3rd Street Crossing Pedestrian/bicycle crossing $65,000 PB81 Tyler Avenue and 2nd Street Crossing Pedestrian/bicycle crossing $25,000 PB85 OR 99W Riverfront Connector New multi-use path $2,260,000 PB86 3rd Street/OR 99W/Crystal Lake Drive/Avery Avenue Bicycle/pedestrian safety improvements $861,600 PB9 Northeast Corvallis Multi-Use Path New multi-use path $440,000 Total $63,493,373

156 CORVALLIS Transportation System Plan Draft 8 Priorities 150 Figure 25. Financially Constrained Projects ÍÎ99W Lewisburg Ave Frazier Creek Dr Highland Dr Shasta Ave Elliot Cir Elliot Cir Crescent Valley Dr A70 Lester Ave Highland Dr M64 M71 Elks Dr A32 A65 Ponderosa Ave Walnut Blvd Witham Hill Dr Walnut Blvd A31 Highland Dr Satinwood St M5 PB9 PB29 A56 A6 A14 Circle Blvd Conser St Conifer Blvd 20 A62 A27 PB14 29th St Garfield Ave Grant Ave 9th St A7 Oak Creek Dr M6 36th St Buchanan Ave Harrison Blvd PB2 30th St Harrison Blvd B21 PB80 A54 PB85 PB81 Monroe Ave A8 Reservoir Ave 53rd St Washington Way B51 M104 M49 M8 «34 West Hills Rd M3 Western Blvd A3 M27 A64 P51 A18 Research Way 35th St A17 M2 M47 PB25 PB14 PB rd St Brooklane Dr PB31 Alexander Ave Crystal Lake Dr PB49 A48 Midvale Dr PB15 Kiger Island Dr Herbert Ave Financially Constrained Projects Airport Ave Legend Financially Constrained Projects Intersection Segment / Area Bicycle Projects Pedestrian Projects Pedestrian and Bicycle Projects ÍÎ 99W Auto / Freight Projects Downtown Study N Miles Urban Growth Boundary Corvallis City Limit Parks and/or Natural Areas

157 CORVALLIS Transportation System Plan Draft 8 Priorities 151 FUNDING OPPORTUNITIES The City may consider increasing existing revenue sources or adding new ones to accelerate the ability to construct High Priority projects. Potential funding sources include: Increase the transportation SDC rates The City has a transportation SDC fee program in place to fund system improvements to support growth. Any increase in SDC rate would directly increase funding available to transportation improvements. The City has a project to review its transportation SDC program and rates following the adoption of the TSP. Local Fuel Tax The City could consider a city or regional fuel tax with its local partners to generate additional transportation revenues. Local Improvement Districts These targeted funding districts can generate funding for a specific geographic area of the city, with the consent and cooperation of a majority of the local property owners. Urban Renewal Districts An Urban Renewal District is a district within the city that generates funds with the incremental increases in property taxes that result from construction of improvements. Use of the funding includes, but is not limited to, transportation improvements within the defined district boundary. In the absence of new revenues, the City is expected to continue to use discretionary funds that may become available over the planning horizon to pursue competitive grants and other external funding opportunities.

158 CORVALLIS Transportation System Plan Draft Chapter/Section Name 152